Panamera MY 2017

3 Power transmission

3.1 Introduction

A newly developed, 2nd generation 8-speed Porsche Doppelkupplung (PDK) transmission

is used in the Panamera MY 2017.
Power transmission
Product highlights:

• Innovative shift-by-wire actuation concept

• Transmission-side starter
• Hang-on clutch integrated as standard for all-wheel drive with optional controlled
rear-differential lock (as I-no.)
• 4-shaft transmission with two main shafts
• One oil chamber for clutch and gear wheel oil
• Two oil pumps

3.1.1 Overview of transmission variants

The following transmission variants will be implemented:

• 2WD

o Standard model up to 450 Nm

o Diesel up to 650 Nm

• 4WD

o Standard model up to 450 Nm

o S up to 570 Nm
o Diesel up to 650 Nm
o Diesel S up to 800 Nm
o Turbo S up to 1,000 Nm

PDK2 transmission cross-section 3_29_17

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3.1.2 Transmission views

Power transmission

Side view from left 3_1_17

View of engine/transmission flange 3_3_17 Side view from right 3_2_17

3.1.3 Transmission installation position in the vehicle

Vehicle horizontal
Installation position of the transmission 3_9_17

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3.2 Porsche Doppelkupplung (PDK)

3.2.1 Description of the Porsche Doppelkupplung

With its wide range of technical features, the Porsche Doppelkupplung implements
the functional requirements of the transmission control system, thereby defining
the outstanding characteristics of this transmission concept. Power transmission

Very fast response times, low inertia and good, comfortable friction values combined
with good economy allow both very sporty driving with highly dynamic gear changes
as well as comfortable cruising.

Careful selection of linings and oil is the prerequisite for comfort and performance
of this clutch throughout its service life.

Intensive tests and detailed calculations made it possible to achieve a very high thermal
load capacity. The lining type, lining dimensions and usage as well as uniform distribution
of thermal load and oil flow in the disc pack are key design features.

Low drag torques even at low temperatures and good resistance at high speeds
guarantee comfort and excellent sportiness, but are also important safety requirements.

The Porsche Doppelkupplung is a wet clutch and requires cooling oil in addition
to the pressure oil required for actuation.

1 2

1 Cover between dry and wet chambers

3 2 Piston K1 with spiral spring assembly
4
3 Disc pack K1
5 6 4 Piston K2 with spiral spring assembly
5 Disc pack K2
7 8
6 Pressure compensation chamber
10 7 Pressure compensation chamber
9 8 Pump drive
9 Clutch input shaft
10 Clutch hub with oil connection
11 Transmission input shafts
11
Cross-section of the Porsche Doppelkupplung 3_4_17

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The Porsche Doppelkupplung is actuated with pressure oil via the electronic pressure
adjuster 1 (EDS1) and electronic pressure adjuster 2 (EDS2) and via the clutch valve 1
and clutch valve 2 in the hydraulic control unit (HSG). The oil is routed to the Porsche
Doppelkupplung via pressure ducts in the transmission housing and in the line system
of the transmission. The Porsche Doppelkupplung is supplied with cooling oil via the
electronic pressure adjuster 8 (EDS 8) and via the cooling oil valve in the hydraulic
Power transmission
control unit (HSG).

Cross-section of the Porsche Doppelkupplung 3_5_17

3.2.2 Clutch variants

Designation BW 570 Nm BW 700 Nm BW 1,000 Nm

Max. torque <= 570 Nm <= 700 Nm <= 1,000 Nm

Max. engine speed 9,000 rpm

Number of discs 4 5 6

Friction surfaces K1/K2 8 10 12

3_6_17

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3.3 Basic transmission

3.3.1 Gear wheel set

The gear wheel set of the transmission consists of input shaft 1 (1), input shaft 2 (2),
main shaft 1 (3), main shaft 2 (4), rear axle shaft (5), front axle shaft (6 – only 4WD),
side shaft (7 – only 4WD) and the double wheel/reverse gear shaft (8). Power transmission

3
1

5
8 2

Transmission gear wheel set 3_7_17

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Design of drive shaft 1:

Fixed gear wheel 5th/7th gear (1), fixed gear wheel 3rd gear (2), fixed gear wheel
1st gear (3)

Point to note:

The fixed gear wheel (1) is used for both 5th and 7th gears. Depending on the
Power transmission
desired gear, the power flow is then transmitted to the main shaft 1 (5th gear)
or main shaft 2 (7th gear).

Drive shaft 1 3_30_17

Design of drive shaft 2:

Fixed gear wheel 2nd gear (1), fixed gear wheel 4th/reverse gear (2), fixed gear wheel
6th/8th gear (3)

Points to note:

• The gear wheel (2) is used for both 4th and reverse gears as a fixed gear wheel.
• The gear wheel (3) is used for both 6th and 8th gears as a fixed gear wheel.
Depending on the desired gear, the power flow is then transmitted to the main
shaft 1 (6th gear) or main shaft 2 (8th gear).

Drive shaft 2 3_31_17

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Design of main shaft 1:

Loose gear wheel 5th gear (1), loose gear wheel 1st/reverse gear (2), constant gear
wheel 1 (3), loose gear wheel 2nd gear (4), loose gear wheel 6th gear (5)

Point to note:

The gear wheel (2) is used for both 1st and reverse gears as a loose gear wheel.
Power transmission

2
3
4
5

Main shaft 1 3_32_17

Design of main shaft 2:

Loose gear wheel 7th gear (1), loose gear wheel 3rd gear (2), constant gear wheel 2 (3),
loose gear wheel 4th gear (4), loose gear wheel 8th gear (5)

2
3
4
5

Main shaft 2 3_33_17

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Design of 18 reverse gear shaft:

Reverse gear loose gear wheel for connection to fixed wheel 4th/reverse gear on
drive shaft 2 (1), reverse gear fixed wheel gear for connection to loose gear wheel
1st/reverse gear on main shaft 1 (2).

Power transmission

18 reverse gear shaft 3_34_17-

Design of rear axle shaft:

Gear wheel (1) for connection to constant gear wheel 1 on main shaft 1, or constant
gear wheel 2 on main shaft 2

Rear axle shaft 3_35_17

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Design of front axle shaft (4WD only):

Gear wheel (1) for connection to side shaft

1
Power transmission

Front axle shaft 3_36_17

Design of front axle shaft (4WD only):

Gear wheel (1) for connection to front axle shaft

Side shaft 3_37_17

3.3.2 Transmission ratios

1st gear 2nd gear 3rd gear 4th gear

5.966 3.235 2.083 1.420

5th gear 6th gear 7th gear 8th gear

1.054 0.841 0.678 0.534

Reverse gear Beveloid

5.220 0.946
3_8_17

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3.4 Synchronisation

3.4.1 Triple-cone synchronisation

Triple-cone servo-lock synchronisers are used for 1st, 2nd, 3rd and 4th gears. The use of
three friction cones made it possible to achieve a considerable reduction in synchronising
Power transmission forces. This leads to lower shifting forces when engaging gears and shortens the shift
times. The first friction cone comprises the friction cone of the clutch hub of the loose
gear wheel (2) and the inner cone of the inner ring (4). The second friction cone
comprises the outer cone of the inner ring (4) and the inner cone of the intermediate
ring (3). The third friction cone comprises the outer cone of the intermediate ring (3)
and the inner cone of the synchroniser ring (1).

4
3
2
1

1 Inner cone of the synchroniser ring

2 Intermediate ring
3 Inner ring
4 Clutch hub of the loose gear wheel

Triple-cone synchronisation 3_38_17

3.4.2 Single-cone synchronisation

Single-cone servo-lock synchronisers are used for 5th, 6th, 7th, 8th and reverse gears.

Single-cone synchronisation 3_39_17

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3.5 Shifting

3.5.1 Shift rods

The individual gear synchronisers are shifted by shift rods which are hydraulically
controlled and actuated. The shift rods transmit the shift forces generated in the hydraulic
control unit to the synchronisers. Each shift rod for the forward gears actuates two Power transmission

synchronisers and therefore two gears. Reverse gear has its own shift rod. Once a gear is
engaged, the shift rod is depressurised. The gear is held without stress by the detent and
also by positive engagement of the toothing in traction and overrun mode. The shift rods
are held by a detent in neutral position.

1
2

1 Shift rod for gears 5/1

2 Shift rod for gears 2/6
3 Shift rod 7/3
5 4 Shift rod for gears 4/8
4
5 Shift rod for reverse gear

Shift rods 3_40_17

3.5.2 Shift pistons

The shift rods are hydraulically operated via the hydraulic control unit and oil ducts in
the transmission housing. The actuating element is the shift cylinder for each shift rod.

Pressure is applied to the ring face of the piston to shift gears 1, 3, 6, 8, i.e. the shift
rod is moved towards the drive.

Pressure is applied to the circular face of the piston to shift gears 2, 4, 5, 7, reverse,
i.e. the shift rod is moved towards the output.

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1 2

Power transmission

1 Shift cylinder
2 Shift piston
Shift piston 3_41_17

3.5.3 Detents, locking mechanisms of shift rods

When the shift rods are in neutral position (no gear engaged), it is necessary to hold
them in position by means of a detent mechanism. This is done by means of spring-
mounted pins which engage in a recess in the shift rods.

When the gears are shifted by hydraulic pressure actuation of the shift cylinders, the shift
rod moves out of its neutral position against the spring force of the locking pin.

1 2

1 Locking pin
2 Shift rod
3 Detent

Detent lugs of the shift rods 3_55_17

The locking pin for shift rod 5/1 is inserted from outside through the clutch bell-housing
and is secured by a screw. The locking pins for shift rods 2/6, 4/8, 7/3 and reverse
are installed in the bearing support.

There are no longer any mechanical interlocks for the shift rods in the PDK 2.
This protection is now provided by software functions.

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3.6 Parking lock

3.6.1 Description of parking lock

The parking lock is intended to prevent the vehicle from rolling away. When it is engaged,
a stop engages with the teeth of the parking lock gear and blocks the output on the rear
axle shaft. Power transmission
2 3 4
1

5
16 1 Selector shaft
6 2 Leg spring
3 Pin
7 4 Leg spring
5 Hang-on clutch, 4WD only
6 Parking-lock gear
7 Rear axle shaft
15
8 8 Stop
14 13 12 9
11 10 9 Guide bush
Parking lock components 3_10_17
10 Parking-lock sensor
In the Panamera MY 2017, the parking lock is designed as an electronic circuit, i.e. the 11 Connecting rod with locking cone
parking lock is disengaged via electrohydraulic control rather than via a mechanical and pressure spring
operating cable when the selector lever is moved out of P position. 12 Piston
The parking lock is engaged in depressurised condition. The parking lock is not 13 Holding magnet
disengaged via the selector lever until there is hydraulic pressure in the transmission. 14 Emergency release lever
The parking lock can be disengaged without hydraulic pressure (e.g. if the engine is off) 15 Parking disc
or without the appropriate hydraulic actuation only via a mechanical emergency release 16 Reverse gear pressure ring RWDR
lever on the transmission.

The parking lock is disengaged by building up system pressure and energising the electric
pressure adjuster 4 (EDS 4) on the hydraulic control unit (HCU).

This sets the parking lock valve in the hydraulic control unit, thereby routing the hydraulic
pressure to the parking lock piston.

The stop is disengaged from the teeth of the parking lock gear by actuating the piston
via the parking disc, connecting rod and guide bush.

After the parking lock is disengaged, latching takes place via the holding magnet
(MV_PZyl).

The hydraulic pressure can be reduced again. The parking lock remains disengaged
for as long as the holding magnet is activated.

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In a car wash, the selector lever in the vehicle must be in the “N” position.

The parking lock remains disengaged as long as the vehicle’s battery management
permits operation of the electronic transmission control (approx. 30 minutes).

Power transmission

1 3

1 Pressure oil from hydraulic control unit

2 Holding magnet
3 Piston

Oil ducts from the hydraulic control unit to the parking lock piston 3_11_17

When engaging the parking lock, there is a basic difference between “engine on” and
“engine off”. In both cases, the movement results from the spring force of the leg
spring, but bleeding of the hydraulic duct must be ensured so that the piston can
move freely.

The system pressure supply must be actively prevented in order to bleed the duct
when the parking lock is actively engaged while the engine is running. This is done
by disabling (cutting off) the position valve. For this purpose, EDS 3 must be supplied
with minimum power and EDS 8 must be supplied with maximum power.

When the parking lock is actively engaged while the engine is off, there is no hydraulic
system pressure.

The piston is released by releasing the holding magnet and the parking lock is engaged.

3.6.2 Parking lock sensors

Overview

The parking lock and sensors are installed in the transmission housing (see item 4.6).
As the parking lock is designed as an electronic circuit in the PDK 2, it is necessary
to know the exact status of the parking lock or its position.

This is done using a position sensor, which detects the movement of the parking disc.
A driving pin on the parking disc moves a movable magnet carriage on the parking lock
sensor. This movement is detected and processed by the evaluation electronics.

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2
4 Power transmission
1

5
1 Housing with evaluation electronics
2 Fastening element
3 Parking disc

Parking lock sensors 3_12_17

4 Driving pin on parking disc
5 Magnet carriage

Operating principle

2
1

1 Fastening element
2 Housing with evaluation electronics

3 3 Magnet carriage
4 Evaluation electronics/Hall cells

Design of parking lock sensor 3_12_17

3
4
Design of parking lock sensor 3_13_17

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The movement of the magnet carriage is detected and processed by two built-in Hall
effect sensors (Hall switches). The positions “P”, “not P” and the intermediate position
are recognised and output digitally.

The supply voltage for the parking lock sensor is 8.5 V.

P Z1 nP
Power transmission
1 1 0

0 1 1

0 = “Hall locks”

1 = “Hall switches”
Signal diagram of parking lock sensor 3_15_17

Diagnostics

In the vehicle, the parking lock sensor is monitored for supply voltage, short circuits,
open circuits and for signal plausibility with respect to the driving condition and/or
driver request (both “P” and “not P”). The sensor is also monitored to ensure that the
intermediate position is run through for a certain time before changing from P -> nP
and vice versa.

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3.7 Oil circuit

3.7.1 Oil grade and oil quantities

Pentosin Gear Oil FFL3 Plus

• Panamera 2WD: see Workshop Manual

Power transmission
• Panamera 4WD: see Workshop Manual

The specified values are guide values for the oil quantities for a dry transmission at
a temperature of 20 °C, including the capacities for installation position and vehicle
oil cooler.
1
The expected service life of the transmission oil is unlimited; it is assumed that one
fill will last the entire service life.
2
For information on filling transmission oil, see repair instructions.
3

3.7.2 Oil supply

The oil supply (hydraulic activation, cooling, lubrication) is realised by means of two Controlled vane pump drive 3_54_17
pumps, a controlled vane pump and a gear wheel pump. The oil distribution ratio
1 Pump drive wheel
is controlled according to the calculated requirement. The oil is distributed by the
2 Pump spur gear
electric pressure adjuster 8 (EDS 8) on the hydraulic control unit. In the lower speed
3 Vane pump
range, the oil is supplied by the vane pump. As a result of this, pulsing is necessary
between the consumers due to the low delivery rate. At higher speeds, the delivery
output of the gear wheel pump is used and the vane pump output is limited.

3.7.3 Controlled vane pump

The controlled vane pump is a single-stroke variable displacement pump with a max.
delivery volume of 48 l/min at a max. pressure of 20 bar (cold start peaks 30 bar)
and max. speed of 9,000 rpm. The controlled vane pump is installed behind the
Porsche Doppelkupplung and is driven by the latter via spur gearing. The oil supply
via the controlled vane pump is therefore engine speed-dependent.

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1 2
3

9
4
Power transmission
8
5
7
1 Outer ring 6
2 Spring
3 Pump housing Operating principle of controlled vane pump 3_42_17
4 Pressure supply for increasing output
A crescent-shaped cavity is produced by the eccentric position of the cam ring. Since the
5 Sealing strip
vanes are pressed against the cam ring by the centrifugal force and have a sealing effect
6 Pressure supply for decreasing output
there (when rotating clockwise), a space which increases in size is produced on the right,
7 Rotor
the suction side, and a space which decreases in size on the left, the pressure side.
8 Vane
The delivery rate of the controlled vane pump is variable. This is achieved by increasing
9 Cam ring
or decreasing the pressure supply. As a result the cam ring is either pressed against
the spring or relieved, thereby adjusting the suction volume of the pump.
2
1 3
4

1 Valve piston of Q-valve

2 Control pressure
3 Valve spring of Q-valve
5
4 Stopper
5 Main pressure

Controlled vane pump with Q-valve 3_43_17

Precise activation for increasing or reducing delivery is performed by the Q-valve in the
cover of the vane pump. Software models are used to set a hydraulic pressure via the
electric pressure adjuster 8 (EDS8) on the hydraulic control unit. This pressure moves
the valve piston in the Q-valve, thereby releasing the corresponding bores for increasing
or decreasing the supply and thus setting the corresponding pump control pressure.

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3.7.4 Gear wheel pump

The gear wheel pump is connected with the front end of the rear axle shaft by means
of a square profile. As a result, the oil supply via the gear wheel pump is dependent
on the driving speed. The gear wheel pump is an engine speed-independent gerotor
pump with a max. delivery rate of 33 l/min at a max. pressure of 5 bar.
Power transmission
1 2
4 5

1 Cover
2 Pump housing
8 3 Drive via rear axle shaft
4 Pressure port
3
6 7 5 Suction port
Gear wheel set shaft 3_44_17 Operating principle of gear wheel set shaft 3_45_17
6 External rotor
7 Rotor
3.7.5 Oil supply for gear wheel set 8 Pump shaft

The oil supply for the gear wheel set is realised by means of oil injection lubrication
with partial dry sump. This increases the efficiency and speed resistance of the
transmission in comparison with oil sump lubrication. The cooling oil is supplied at
the gear wheel set by fan jet nozzles for the gear toothing and round jet nozzles for
the synchronisers and bearings. The power loss generated at the gear toothing is
converted into heat. This heat is initially stored in the steel mass. It is then dissipated
to the environment and oil via convection and heat conduction. The thermal load in
the gear wheel set can be particularly high in some driving situations. In this case,
more oil is requested – “boosting”.

Oil line system for gear wheel set 3_46_17

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In addition to the oil injection lubrication, the gear wheel set is also supplied with cooling
and lubricating oil via active internal shaft oiling as well as passive internal shaft oiling.

Active internal shaft oiling:

The oil line system of supply line 1 actively supplies cooling oil to main shafts 1 and 2 via
the duct system of the clutch bell-housing/centring plate.
Power transmission
Passive internal shaft oiling:

The cooling oil that splashes off the Porsche Doppelkupplung is collected in the oil
collecting pan and is supplied passively to the main shafts via the duct system in the
clutch bell-housing and centring plate. The cooling oil that splashes off the hang-on
clutch is routed towards the oil supply via housing ribs in the distributor housing and
is also supplied to the main shafts.

Main shaft_1
Passive internal shaft oiling, main shaft 1 (main shaft 1) 3_47_17

Main shaft_2
Passive internal shaft oiling, main shaft 2 (main shaft 2) 3_48_17

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3.7.6 Oil cooling

Power transmission

1 Connections for external oil cooler

Connections for external oil cooler 3_18_17

The PDK2 transmission is cooled via connections on the transmission housing and
a vehicle-side air-oil heat exchanger because there is no separate oil cooler installed
on the transmission.

The oil cooler is located in the vehicle engine compartment.

From a transmission oil temperature of around 80 °C, the thermal bypass valve in
the hydraulic control unit (HCU) opens, allowing the transmission oil to be cooled by
the vehicle radiator.

From around 90 °C, the thermal bypass valve is completely open.

The transmission is overfilled on the test bench, i.e. oil is provided to fill the cooling system.

Oil levels must always be checked and adjusted when working on the cooling system.

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3.8 Shift control

3.8.1 Hydraulic control unit

The hydraulic control unit performs the general tasks:

• Controls the system and reduces pressure

Power transmission
• Controls the cooling and lubricating oil
• Supplies oil for all actuators
• Controls the clutches and actuating cylinders for the shift rods
• Controls the pressure required for the hang-on clutch (HOC)
• Maintains the clutch pressure when engine is off as part of the Stop/Start function
• Actuates the parking lock
• There is no longer a hydraulic emergency hold function in the PDK2 transmission

1 7

2 8
1 Electric pressure adjuster 6
2 Electric pressure adjuster 5
3
3 Electric pressure adjuster 2
4 Solenoid valve 3 4 9
5 Electric pressure adjuster 1
6 Electric pressure adjuster 7 (4WD only) 5 10
7 Solenoid valve 2
8 Solenoid valve 1
6 11
9 Electric pressure adjuster 4
10 Electric pressure adjuster 8
11 Electric pressure adjuster 3

Actuators on the hydraulic control unit 3_21_17

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 Panamera MY 2017
3.8.2 Circuit logic/control diagram

• Electric pressure adjuster EDS1: supplies the clutch pressure necessary for clutch
1 via clutch valve 1
• Electric pressure adjuster EDS2: supplies the clutch pressure necessary for clutch
2 via clutch valve 2
• Electric pressure adjuster EDS3: controls the system pressure valve, which is Power transmission

designed as a pressure control valve

• Electric pressure adjuster EDS4: controls the parking lock valve for disengaging
the parking lock, controls the orifice valve used to adjust the flow cross-section
for the system pressure provided. The orifice valve has 3 operating ranges:

approx. 4.4 l/min

approx. 25 l/min
approx. 48 l/min

• Electric pressure adjuster EDS5: sets the shift pressure for shifting the shift rods
for gears 1, 3, 6, 8 and reverse
• Electric pressure adjuster EDS6: sets the shift pressure for shifting the shift rods
for gears 2, 4, 5 and 7
This is done via the gear valve GV2, which reduces the system pressure to the
desired shift pressure and forwards it to the corresponding multiplexer valves
• Electric pressure adjuster EDS7 (only 4WD): supplies the clutch pressure necessary
for the hang-on clutch via clutch valve 3
• Electric pressure adjuster EDS8: controls the cooling oil valve, thus providing
the desired cooling oil volume flow for the clutches, the hang-on clutch and the
gear wheel set
• Solenoid valve MV1: controls multiplexer valve 1
• Solenoid valve MV2: controls multiplexer valve 2
• Solenoid valve MV3: controls multiplexer valve 3

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3.9 Sensors

The following sensors are used in the transmission to detect rotational speeds,
temperature, hydraulic pressures, displacement signals of shift rods and also
the parking lock position:

• 5 distance sensors
Power transmission
• 2 speed sensors
• 3 pressure sensors (1x each per starting clutch K1 or K2; 1x for controlled
all-wheel drive clutch K3 (only 4WD versions)
• 1 position sensor for the parking lock
• 1 temperature sensor (actuator wiring harness)

2
3
1
4
5
7 6

9
10
8

11
12
14
13

Sensor overview 3_49_17

1 Distance sensor 3/7 3.9.1 Distance sensors

2 Distance sensor 4/8
The distance sensors detect the movement of the shift rods and are mounted on the
3 Distance sensor R
centring plate (behind the clutch). The sensors are permanently connected with the
4 Distance sensor 1/5
sensor wiring harness.
5 Distance sensor 2/6
6 Speed sensor n1
7 Pressure sensor K2
8 Pressure sensor 3, 4WD only
9 Pressure sensor K1
10 Parking lock sensor
11 Connector for holding magnet,
parking lock actuator
12 Connector for speed sensor n2
13 Adapter connector, 8-pin
14 Transmission connector for sensors,
20-pin

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 Panamera MY 2017
3.9.2 Pressure sensors

The pressure sensors for measuring the hydraulic pressure for clutch 1 and clutch 2
are mounted behind the Porsche Doppelkupplung on the centring plate and are
connected to the sensor wiring harness via a connector.

4 5
Power transmission
3
6

2 1
1 Pressure sensor, clutch 1
2 Pressure sensor, clutch 2
3 Distance sensor 3/7
4 Distance sensor 4/8
5 Distance sensor reverse
6 Distance sensor 1/5
7 Distance sensor 2/6

Pressure sensors in the transmission 3_22_17

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 Panamera MY 2017

Power transmission

1 Pressure sensor, clutch 1 2

2 Pressure sensor, clutch 2
3 Pressure sensor, clutch 3 3
(hang-on clutch, 4WD only)
Pressure sensors in the transmission 3_23_17

The pressure sensor for the HOC (only 4WD variants) measures the pressure via
a pressure channel in the clutch bell-housing, which is installed beside the HCU.

The sensor is also connected to the sensor wiring harness.

3.9.3 Temperature sensors

The temperature sensor is used to measure the sump temperature of the transmission
oil. It is a temperature-dependent resistor. The sensor measures the temperature of the
hydraulic oil sprayed out of the HCU.

1 Position of temperature sensor

Position of temperature sensor 3_24_17

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 Panamera MY 2017

Temperature sensor on the hydraulic control unit 3_26_17

3 1 2
Power transmission

1 Plus
Design of the temperature sensor 3_25_17
2 Minus
In the vehicle, the oil temperature sensor is monitored for short circuits, open circuits and 3 NTC
signal plausibility as well as gradient behaviour (increase/decrease in temperature
per time unit).

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3.10 Electronic transmission control (ETC)

The transmission control unit is connected to other control units in the vehicle
(e.g. engine, ABS, selector lever) via the FlexRay bus.

The control unit receives information on the driver request (e.g. selector level position,
accelerator-pedal position, brake signal) and the operating condition of the vehicle
Power transmission
(e.g. wheel speeds, speed, road resistance, axial acceleration, altitude factor, engine
and transmission speeds, engine and transmission temperatures).

These input variables are processed in the driving software and the driver request
is executed, depending on the shift program and driver type detection.

3.10.1 Installation position

The transmission control unit is installed in the A-pillar area on the driver’s side.

3.10.2 Control unit

A 58-pin connector is used to connect the transmission control unit to the vehicle
wiring harness.

The control unit is made of an aluminium-plastic composite, i.e. the base is an aluminium
alloy and the housing is plastic.

Transmission control unit 3_27_17

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 Panamera MY 2017
3.11 Maintenance work with 3rd generation Porsche Tester (PT3G)

3.11.1 Service routines

Boundary conditions for service routines:

• Selector lever in “N”

Power transmission
• Forced electric parking lock (EPB) engagement
• Engine speed is controlled by functions, can be up to 2,500 rpm

3.11.2 Calibration (hydraulic teach in HYTI).

At the time the brochure was prepared, the procedures for this routine had not yet
been finalised.

3.11.3 Oil level check, oil fill routines

Draining oil

The transmission is drained completely via the oil drain plug in the oil pan (lowest point
in the transmission) – see illustration 3_17_17 oil pipe, drain plug.

General procedure

Oil adjustment in the vehicle is performed dynamically.

Procedure for filling/checking oil:

1 Prerequisite:
• Vehicle positioned at +/- 0.5° on lifting platform
• Transmission oil temperature < 30 °C
2 Open plug on side overflow bore
• Oil comes out: Close plug
• Oil does not come out: Fill oil until it overflows
3 Start engine in position “P”
4 Deactivate PSM
5 Engage position D
6 Engage gears 1 to 4 one after the other using Tip mode and rev to 1,500 rpm
in each gear

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 Panamera MY 2017
7 Heat transmission in position “P” with engine speed of 2,000 rpm to a transmission
oil temperature of 40 °C
8 Shut off engine after it reaches 40 °C (ignition off) and wait 1 minute until the oil
settles
9 Open the screw plug in the oil pipe, wait until oil stops flowing out (oil can still
be dripping) and then tighten the screw plug again with the prescribed torque
Power transmission

2 3
Position of overflow and drain plugs 3_16_17

With the PDK2 transmission, the oil level is adjusted via an oil pipe which is screwed
1 Overflow bore/filler plug
into the transmission from below and is integrated into the screw plug.
2 Oil drain plug in the oil pan
When you unscrew the inner screw (1), the oil level is set precisely using the height
3 Screw plug in oil level adjusting tube
of the oil pipe.

Important: A large amount of oil would drain out if you unscrew the oil pipe (2)!

1 2

1 Screw plug with internal hexagon

2 Oil pipe with external hexagon

Oil pipe with oil drain plug 3_17_17

232
 Panamera MY 2017
3.12 All-wheel drive clutch/hang-on clutch

A hang-on clutch (HOC) is used in the all-wheel drive variants 4WD of the PDK 2
transmission. It is located in the distributor housing. The hang-on clutch distributes
the drive torque to the axles depending on load and therefore performs the function
of an all-wheel drive transfer unit. The front axle torque can be adjusted variably and
dependent on strategy. Power transmission
1

p Rear-axle
Transmission
differential
p

Front-axle 1 Hang-on clutch

final drive 2 2 Beveloid gearing
4 3 3 Side shaft
Direction of travel
4 Connecting shaft

All-wheel drive overview 3_50_17

The inner disc carrier on the HOC is pressed onto the front axle shaft, which is connected
to the side shaft via beveloid gear teeth. The outer disc carrier of the HOC is permanently
welded to the parking-lock gear and is mounted on the rear axle shaft.

1
2

1 To the connecting shaft of

3
the front-axle final drive
2 Side shaft
4
3 Front axle shaft (top figure)
4 Rear axle shaft
5 Hang-on clutch
6 Front axle shaft (bottom figure)
6 5
Connecting shafts for all-wheel drive 3_51_17

233
 Panamera MY 2017

2
4
Power transmission
3
5

1 Discs
2 Outer disc carrier (rear axle)
6
3 Inner disc carrier (front axle)
4 Piston
5 Pressure chamber
6 Pressure supply Disc carrier for all-wheel drive 3_52_17

Since the HOC is a wet clutch like the Porsche Doppelkupplung, cooling oil is also
required in addition to the pressure oil required for actuation. The HOC is activated with
pressure oil via EDS 7 and via clutch valve 3 in the hydraulic control unit (see item 7).
The pressure oil supplied via pressure channels in the transmission housing and line
systems in the transmission and is routed to the HOC via an oil pipe mounted in the rear
axle shaft. The HOC is supplied with cooling oil via EDS 8 and via the cooling oil valve
in the hydraulic control unit. The cooling oil is supplied via pressure channels in the
transmission housing and line systems in the transmission and is routed to the HOC
between the oil pipe mounted in the rear axle shaft and the rear axle shaft itself.
1 2

1 Oil pipe in the rear axle shaft 3

2 Front axle shaft
3 HOC pressure oil 4
4 HOC lubricating oil
5 Rear axle shaft
6 Hang-on clutch (HOC)
5 6
Rear axle shaft oil cooling and lubrication 3_53_17

234