5hp19e-130209063629-phpapp02

AUTOMA UTOMATIC TIC TRANSM TRANSMISSI ISSION ON FUNCTIONAL DESCRIPTION

5 HP 19

ZF GETRIEBE GMBH SAARBRÜCKEN

Imprint: Responsibility for the contents ZF Getriebe GmbH, Department MKTD, Saarbrücken, Germany Printed by HAGER PAPP PAPPRINT RINT GmbH, Kirkel Printed in Germany Reproduction, printing or translation either wholly or in part isprohibited. Published by ZF Getrie Published Getriebe be GmbH, Saarbrücken, Department MKTD Printed in Germany by HAGERPAPPRINT HAGERPAPP RINT GmbH, Kirkel. Item No. 1060 754 002

Introduction / Note

Function description 5 HP 19 Contents

This brief technical description is intended to provide information on the component parts, design and function of the automatic transmission. Status of information: March 1998 Alterations and additions to the technical data are contained in the relevant current “T “Technical echnical Service” information.

Page

Introduction / note

1

Contents

2

Sectional view of the 5 HP 19 automatic transmission

3

Key

5

General description of the transmission (brief description)

6

– Planetary gear (Ravigneaux), planetary gear (rear-mounted)

9

Description of individual components

10

– Converter

11

– Oil pump

14

– Volume control valve

15

– Control elements: clutch, freewheel

16

– Overlap circuit

20

– Selector lever positions: P, P, R, N, D + one-touch gate

21

– Position switch

26

– Parking lock

27

– Descriptions of individual gears

28

– Solenoid valve and clutch logic

34

– Pow Power er flow / closed control elements

35

– Hydraulic selector unit

36

– Hydraulic control diagram (DIN)

46

– Electronic Transmission Transmission Control (EGS)

47

– Pin assignment (EGS modular 134-pole connector), block diagram

48

– Automatic transmission oil filling

51

– Technical data

52

– Notes Function description 5 HP 19 ZFS, Department MKTD

March 1998 1

Function description 5 HP 19 ZFS, Department MKTD

53/54 March 1998 2

5 HP 19 transmission 7

6

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19

5

4 3

2

1

31

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Key Ke y 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Turbine ) Converter lock-up clutch piston ) Stator ) Torque converter Converter cover ) Pump ) Trans Tr ansmiss mission ion hou housin sing g Mult Mu lti-d i-disc isc br brak akee C Mult Mu lti-p i-plat latee clutc clutch hB Mult Mu lti-p i-plat latee clutc clutch hE Mult Mu lti-d i-disc isc brak brakee A Ravig Ra vignea neaux ux planet planetary ary gear gear set Mult Mu lti-d i-disc isc brak brakee D Freew Fre ewhee heel, l, 1st 1st gear gear Mult Mu lti-d i-disc isc brak brakee G Multi-p Mul ti-plate late clu clutch tch F Single rear-m rear-mount ounted ed planetary planetary gear set set Park Pa rkin ing g lock lock gear gear Gearbox Gearbo x extension extension complete complete with with preset bearing bearing Outp Ou tput ut fla flang ngee ATF pump pump - crescentcrescent-typ typee Flow Flo w contr control ol valv valvee ATF dra drain in scre screw w Mag agn net Oil pan Oill fil Oi filte ter r Speed sensor, sensor, gearbox rotating rotating speed/turbine speed/turbine (Hall-effect (Hall-effect generator) generator) EDS-1 pressure pressure control control valve valve for modulation/sy modulation/system stem pressure pressure Hydrau Hyd raulic lic cont control rol uni unitt Solenoid Soleno id valves valves 1, 2 and 3 and pressure pressure control control valves valves EDS 2, 2, 3 and 4 Speed sensor sensor,, gearbox gearbox output output speed (inductiv (inductivee sensor) ATF filler cap (at side of of transmission transmission housin housing) g)

Key to picture on page 6: 1 2

3 4

Hydrod Hydr odyn ynam amic ic tor torqu quee con conver erte terr Heat He at exc excha hang nger er con conne nect ctio ions ns 2a) Intercooler input 2b) Intercooler output Output flange Oil drain


5 6 7 8 9

Oil f iller Breather Sele Se lect ctor or le lev ver co conn nnec ecti tion on Plug Pl ug con conne nect ctio ion n for for el elec ectr tron onic ic con con-trol unit Plug Pl ug con conne nect ctio ion n for for ele elect ctrron onic ic pos posiition switch

March 1998 5

Brief general description The ZF 5 HP 19 automatic transmission was developed for cars with a power output of 110 kW to 150 kW. It is positioned longitudinally in relation to the vehicle’s forward travel direction, to match the engine’s installed position . The mechanical elements use the planetary gear principle, with an electronichydraulic control unit; the hydraulic control unit is attached to the transmission, the electronic control unit (German abbreviation: EGS) to the vehicle.

Rear-wheel drive


March 1998 6

Power is supplied to the transmission through a hydrodynamic torque converter with an integrated converter lock-up clutch. The transmission’s capacity ratings are: – max. power input: – max. torque:

150 kW (204 bhp) 300 Nm

The 5 forward gears and 1 reverse gear are obtained by means of a Ravigneaux double planetary gear set and a rear-mounted single planetary gear set with one spider.

Ravigneaux planetary gear set

This consists of:

2 sun wheels of different sizes 3 matching planetary gears, 1 planetary spider 1 annulus


March 1998 7

Rear-mounted planetary gear set

This consists of:

1 sun wheel 4 matching planetary gears 1 planetary spider 1 annulus

The individual gear ratios are obtained by introducing torque at certain elements of the planetary gear train, while other elements are braked. Power is always transmitted to the output shaft via the annulus or ring gear (see power flow description). The mechanical ratios are as follows:

Gear:

1st

2nd

3rd

4th

5th

Rev.

Ratio:

3.67

2.0

1.41

1.0

0.74

4.10


March 1998 8

) d e t n u o m r a e r ( r a e g y r a t e n a l P

t f a h s t u p t u O 7

7

F G h c e t k u a l r c b e c t a i s l p d - i i t t l l u u M M

6

5

s t n e m e l e t f i h s f o n o i t c A ) x u a e n g i v a R ( s r a e g y r a t e n a l P

5 6

l e e h w e e r f C r e a e k g a r t b s + 1 B + D h c e t k u a l r c b e t c a i s l p d - i i t l t l u u M M

4

3 4

3


2

E A h c c h t t u l u l c c e t e t a a l l p p - i i t l l t u u M M

1

1 2

March 1998 9

Description of individual components The hydrodynamic torque converter 1. Converter operating principle

The converter consists of the impeller, the turbine wheel, the reaction member (stator) and the oil (Automatic Transmission fluid or ATF) necessary for transmitting the torque. The impeller, which is driven by the engine, causes the oil in the converter to flow in a circular pattern. This oil flow strikes the turbine wheel, where its direction of flow is deflected. In the hub area, the oil leaves the turbine and enters the reaction member (stator), where it is again deflected before reaching the impeller with the correct input flow direction. The reversal effect generates a torque at the stator, the reaction to which is used to amplify the turbine torque. The relation between turbine torque and pump torque is referred to as torque multiplication. The greater the difference in speed between the pump and the turbine, the greater the torque multiplication; it is at its highest when the turbine is at a standstill. The higher the speed of the turbine, the lower the torque multiplication. When turbine speed reaches about 85 % of pump speed, torque multiplication = 1, that is to say turbine torque is equivalent to pump torque. The stator, which bears against the housing via the freewheel, then rotates freely in the oil flow and the freewheel is overrun. From this point onwards, the converter acts as a straightforward fluid coupling. The stator is at a standstill during the conversion process, conversion, and bears against the housing via the freewheel. (See diagram)

Impeller

Turbine wheel

From engine

To transmission Condition at moment of driving off (stationary stator)

Stator

Intermediate condition (stationary stator)

nT < nP nT < nP Turbine wheel turns slightly slower than impeller

Status in so-called coupling range (stator rotating)


nT = 0 Vehicle at a standstill

March 1998 10

5 HP 19 torque converter

4 5 3 6 7 8

9 2 1

Upper half: W 254 Lower half: W 254

1 2 3 4 5

2 GWK 1 GWK

Converter cover Lock-up clutch piston Engine connection Turbine Pump


6 7 8 9

Freewheel Stator shaft Turbine shaft (input shaft) Stator

March 1998 11

2. Torque converter lock-up clutch

The torque converter lock-up clutch is a device which eliminates converter slip and thus helps to improve fuel consumption. The previous control principle for converter lock-up clutch operation has been replaced on the 5 HP 19by a controlled-slip function . The converter lock-up clutch is engaged and released in a regulated manner. During the controlled-slip phase, a slight speed difference between the impeller and turbine is permitted. This ensures that torsional vibration from the engine is not passed on to the transmission, thus enhancing shift quality and acoustic performance. Lock-up clutch piston pressure is controlled by an electronic pressure control valve (EDS4) (see oil flow diagram).

2

3

4

5

n/engine

6

7

1

1 2 3 4

Space behind lock-up clutch piston Clutch plate lining Lock-up clutch piston Converter cover


5 6 7

Turbine Pump Stator

March 1998 12

3. Hydraulic and mechanical power flow in the converter:

When open (in the torque conversion range), the oil pressures behind the converter lock-up clutch piston and in the turbine zone are equal. The direction of flow is through the turbine shaft and the space behind the piston, to the turbine chamber.

Lock-up clutch/open n/engine > n/turbine

To engage the lock-up clutch, the direction of flow is modified (reversed) by means of a valve in the hydraulic selector unit. At the same time, the space behind the lock-up clutch piston is vented. Oil pressure passes from the turbine chamber to the lock-up clutch piston and presses it against the converter cover (outer shell). The turbine is then locked by the lined plate between the piston and cover, and permits rigid throughdrive to the planetary gear train with no slip (or reduced slip if regulated).

Lock-up clutch/engaged n/engine = n/turbine


March 1998 13

Oil pump The oil pump is a crescent-type pump with a delivery rate of about 24 cm 3 per revolution; it is located between the torque converter and the transmission housing. The converter is located in the pump by a plain bearing. The pump is driven directly from the engine via the converter shell, and supplies the transmission and selector unit with oil. The pump draws in oil through a filter and pumps pressurized oil through the flow regulating valve, which at higher operating speeds returns any excess pressurized oil directly to the pump’s intake side. The pressurized oil is pumped from the flow regulating valve through the main pressure valve in the hydraulic selector unit, where the oil pressure is modified and the surplus oil returned to the sump.

1 8

5

2

6

3

7

4

8

1 2 3 4

Sealing ring Disc Shaft sealing ring Bearing bush


5 6 7 8

Pump housing Pump ring gear Impeller Centering sleeve

March 1998 14

Flow regulating valve diagram (MRV)

Intermediate plate

PUMP Flow regulating valve

POSITION SWITCH

5 HP 19 pump charging

) n i m / l ( e t a r y r e v i l e d n o i s s i m s n a r T

Engine speed (l/min)


March 1998 15

Shift elements

In addition to the converter lock-up clutch, the shift elements include a sprag-type freewheel: – freewheel for 1st gear, for shifting from 1 to 2 and 2 to 1, beneath brake D – four rotating multi-plate clutches A, B, E and F – three f ixed multi-disc brakes C, D and G Shifting from 1 to 2 and 2 to 1 is supported by the sprag-type freewheel, so that there is no overlap ping of the two clutches or brakes. Overlap occurs when shifting from 2-3, 3-4, 4-5 and 5-4, 4-3, 3-2. In other words, during the shift one clutch must remain capable of transmitting the drive at a reduced main pressure until the corresponding clutch can accept the incoming torque. The shift elements, clutches or brakes are engaged hydraulically. The pressurized oil reaches the space between the cylinder and piston, as a result of which the plates are compressed. When the oil pressure drops, the diaphragm spring acting on the piston presses the piston back to its initial position. The shift elements are designed to permit gearshifts under load without interrupting the tractive force. Muli-plate clutches A, B, E and F supply engine power to the planetary gear train, with multi-disc brakes C, D and G reacting to the torque at the housing.


March 1998 16

4

5

6

7

3

2

1

) s w ) e r r c e i s r r h t a c i w e ( t a g l n p i s l a u o n h r e n t x o e i s ( s g i G i n F G m e s h e s c k k u n t a o u a a r h r t l b n c b r e r r h o r o i o o t f f f s s F r o r i e G m r e e t d e s d h c d n k n i n t n d e t i i l l l k a n a u e y r r y l y c o V C B T C C C l 1 2 3 4 5 6 7


March 1998 17

Example of a multi-plate clutch (clutch E)

The dynamic pressure at clutch E is equal i.e. the clutch piston is pressurized with oil from both sides in order to prevent speed-dependent pressure build-up in the clutch. This equalizing effect is achieved via tha baffle plate (7) and the pressureless oil supply via the lubrication channel (1), which fills the space between the piston and baffle plate with oil. The advantages of this dynamic pressure equalization are: – reliable opening and engaging of the clutch in all speed ranges – smoother shifts

2

3

4

5

6

7 1

10

1 2 3 4 5 6

Lubrication channel Input (input shaft), cylinder E Main pressure, clutch E Piston E Cylinder E (external plate carrier) Clutch assembly


8

9

11

12

7 8 9 10 11

Baffle plate Diaphragm spring Output (interior plate carrier) Space between piston and cylinder Space for dynamic pressure equalization 12 Bearing

March 1998 18

Example of a freewheel Sprag-type freewheel Purpose and operating principle of the freewheel:

The freewheel transfers torque in one direction only, and rotates freely in the other. Its purpose is to simplify the shift operation in technical terms without interrupting the flow of the tractive force, and to achieve consistent shift quality.

Direction of rotation:

The sprag blocks are located in the space between the inner and outer ring in such a way that these can turn in relation to one another.

Locking direction:

The sprag blocks between the inner and outer rings are asymmetrically shaped, and are raised upright when the rings turn in opposite directions. They consequently become lodged between the inner and outer rings, preventing any relative movement of these two components. The sprag blocks are located in a special cage.


March 1998 19

Overlap control

In the case of the overlap shift procedures 2-3, 3-4, 4-5 and 5-4, 4-3, 3-2, the place of the freewheel is taken by suitable control of the clutches. The appropriate clutches are energized by electronic-hydraulic means. This saves both space and weight. The electronic-hydraulic circuit is formed by various valves within the hydraulic selector unit, which are energized by means of pressure regulators. These elements cause the appropriate clutches or brakes to cut in or out at the right moment. The electronic control unit is located away from the transmission, at a separate point (see electronic control unit).

Diagrams of overlap control (upshift)

Speed

Engine speed

Speed characteristic

Time

Pressure

Pressure variation

Pressure, cut-in clutch

Pressure, cut-out clutch Time

Torque Output

Torque characteristic Pressure cut-in clutch Control phase


Pressure cut-out clutch

Load transfer

Time

March 1998 20

Selector lever positions 1. General information

Gears are obtained by moving the selector lever, which is connected to the hydraulic selector unit. The transmission positions (P, R, N, D) are simultaneously supplied to the electronic control unit in encoded form by a switch (position switch) mounted on the transmission selector shaft. Automatic transmission

Mechanical positions

+

R N

One-touch gear shift Position switch

P

D

–

Selector unit

Module connector


March 1998 21

2. Selector lever positions

The following positions can be obtained manually with the selector lever.

P

+

R N D

–

Position / function P = Park, must only be engaged if the vehicle is at a standstill. Procedure: first apply handbrake, then engage position P. R = Reverse, must only be engaged if the vehicle is at a standstill and the engine idling. N = Neutral, when the vehicle is at a standstill, apply the handbrake first to prevent the vehicle from rolling away. When the vehicle is moving, only select “Neutral” in order to counteract skidding. D = Drive, automatic-shift position for normal driving. Automatic gearshifts from 1st to 5th and 5th to 1st and all intermediate gears.

The 5th, 4th, 3rd, 2nd and 1st gears are shifted up by moving the lever in the direction of the plus (+) symbol or down by moving the lever in the direction of the minus (-) symbol in the manual program (one-touch mode). The currently selected gear is retained (see M program). 4th gear: Select this position if the transmission tends to hunt between 5th-4th/4th-5th in certain driving conditions (only possible in Steptronic mode). 3rd gear: Select this position if the transmission tends to hunt between 3rd and 5th in certain driving conditions. Also recommended for lengthy descents (only available in Steptronic mode). 2nd gear: Select this position when driving over mountain passes with lengthy ascents and descents (only available in Steptronic mode). Advantages:

1. Gang:

- more effective use of engine’s power - engine braking utilized - unnecessary up- and down-shifts avoided.

Selecting 1st gear always has a braking effect (only in the M mode).


March 1998 22

5 HP 19 BMW - program selection

M-program - manual up-shifts

P

+

R

- manual down-shifts

N D

XE-program S-program

–

The individual programs are no longer selected by the program button, but by moving the selector lever to the appropriate gate.

There are three programs available.

Shifting to blue (D)

=

XE - program Adaptive Transmission Control (AGS)

Shifting to red (S) without touching + or -

=

S - program Adaptive Transmission Control (AGS)

Shifting from red to + or -

=

M - program (one-touch mode)


March 1998 23

XE-program (AGS)

Standard drive program in position D. The adaptive transmission control (AGS) has variousdrive programs, e.g.: - Trailer towing - Mountain driving - Highway/motorway driving (constant speed) - Cornering

+

The programs are selected by the electronic control unit, which automatically modifies the transmission’s shift characteristics according to rolling resistance, load, accelerator pedal movement and the road situation.

–

P

R N D

BMW 5 HP 19 AGS program architecture Drive-off evaluation

S/D gate

Kick-Fast evaluation

Uphill driving recognition

Driving operation evaluation

Braking evaluation

Evaluation of the type of driver

Shift program selection

Downhill driving recognition

Fast-Off recognition

Selector lever

Corner recognition

Gear selection


March 1998 24

S-program 5 HP 19 BMW S-program

The S program is a performance-oriented program with the transmission’s shift characteristics moved up to higher engine speeds. To select the program the selector lever is moved across into the left gate, but without moving farther to + or -.

+

P

R N

Gears 1-4 and 4-1 are selected automatically.

D

5th gear is locked out of action.

–

M-program 5 HP 19 BMW M-program (one-touch mode)

The M program is a manual shift program which is activated by pushing the lever to + or - in the left gate.

+

It is possible to drive off in gears 1 or 2; 1st gear is intended principally to provide an engine braking effect. 3rd gear can be selected manually above a speed of about 10 km/h, 4th gear from approx. 35 km/h and 5th gear from around 45 km/h.

P

R N D

–

Every time the lever is moved to + a sequential upshift takes place. Every time the lever is moved to - a sequential down-shift takes place.


March 1998 25

The position selector

The position selector is situated on the transmission’s selector shaft and is designed to carry out two tasks: 1. To inform the EGS by means of an electronic signal of the transmission’s mechanical selector lever position (P, R, N, D, 4, 3, 2). Positions 4, 3 and 2 are selected in one-touch mode. 2. To prevent the engine from starting in the drive positions R, D, 4, 3 or 2), but to enable it to start when the vehicle is stationary (in P or N).

Coding table L1 L2 L3 L4

P Z1 R Z2 N Z2 D Z3 4 1 1 1 1 1 1 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 1 1 1 1 0 0 1 1 0 0 0 0 0 0 1


3 0 0 1 1

2 1 0 1 1

March 1998 26

Parking lock (5 HP 19 rear-wheel drive) The parking lock is a device for preventing the car from rolling away. It is engaged (purely mechanically) at the selector lever with the vehicle at a standstill and prevents the output shaft from turning by means of a pawl which engages in the teeth on the parking lock gear. The rear-axle differential is then locked by way of the propeller shaft.

4

3

2

1 2 3 4

1

Pawl Connecting rod Output shaft Parking lock gear


March 1998 27

Description of individual gears Power flow in 1st gear

In 1st gear, the power is introduced from the torque converter purely hydraulically to the front planetary gear train . The connection between the converter turbine and the sunwheel (2) in the planetary gear set is established by a rotating multi-plate clutch, clutch A. The freewheel beneath the multi-disc brake D locks the planetary gear set’s spider when rotating to the left. Sunwheel 2 drives the planetary gears that are meshed with planetary gears I. These in turn drive the ring gear which is connected to the ring gear support and the ring gear (interior disc support brake G) of the in-series planetary gear set by a spider shaft. The multi-disc brake G blocks the sunwheel of the rear-mounted planetary gear set via the cylinder of the multi-plate clutch F. This causes the spider to be driven. The spider is connected with the output shaft. Spider speed = output speed In 1st gear, with braking effect when coasting, the multi-disc brake D is also engaged, i.e. the spider of the front planetary gear set is blocked.

Ring gear Short planetary gear Long planetary gear Sunwheel 1 Planet carrier Sunwheel 2


March 1998 28

Power flow in 2nd gear

In the same way as for the 1st gear, the sunwheel 2 of the front planetary gear set is driven via the tur bine shaft and clutch A. The sunwheel 1 is locked by the multi-disc brake C. Planetary gears 2 drive planetary gears 1, which roll around the stationary sunwheel 1. Output is as for 1st gear via the ring gear of the front and the in-series planetary gear set, the spider and simultaneously the output shaft.

Ring gear Short planetary gear Long planetary gear

Sunwheel 1

Planet carrier Sunwheel 2


March 1998 29

Power flow in 3rd gear

The sunwheel 2 is once again, as for gears 1 and 2, driven via the converter turbine shaft and clutch A. Multi-disc brake C blocks the sunwheel 1. The planet carriers 2 drive the planetary gears 1 which roll around the stationary sunwheel 1. Output is then accomplished, as in gears 1 and 2, via the ring gear of the front and the in-series planetary gear set. The planetary gears are driven via the ring gear through the engaged multi-plate clutch F. Unlike in 1st and 2nd gears, through-drive in the rear-mounted planetary gear set is thus achieved.



March 1998 30

Power flow in 4th gear

Power is transmitted via the turbine shaft with the multi-plate clutches A and E engaged. Multi-plate clutch A drives the sunwheel 2 and multi-plate clutch E the spider of the front planetary gear set at engine speed. The ring gear is driven to the right (in the direction of engine rotation) as a result of the inertial thrust of the vehicle mass thrust, thereby locking the planetary gears (through-drive at the front planetary gear set). Consequently, the ring gear of the rear-mounted planetary gear set is driven at engine speed. The planetary gear of the rear-mounted planetary gear set is driven by the engaged multi-plate clutch F via the ring gear and the sun wheel. In this way, through-drive is achieved in the rear planetary gear set as well.



March 1998 31

Power flow in 5th gear

Power transmission is via the converter’s turbine shaft and the engaged multi-plate clutch E. The inner plate carrier of the clutch E meshes with the planetary spider. The sun wheel 1 is locked via the body of multi-disc brake C. The planetary gears 1 then roll around the sunwheel 1 and thereby drive the ring gear of the rearmounted planetary gear set which is in the through-drive setting as in 3rd and 4th gear.

Ring gear Short planetary gear Long planetary gear

Sunwheel 1

Planet carrier Sunwheel 2


March 1998 32

Power flow in reverse gear

Power transmission is via the turbine shaft and cylinder A (which is also the inner plate carrier of clutch B) to the engaged multi-plate clutch B. The engaged multi-plate clutch B transmits the power to the sunwheel 1 via the body. Multi-plate clutch D is engaged and locks the planetary spider. The planetary gears 1 thus cause the sunwheel 1 and the ring gear, which is connected via the spider shaft to the ring gear carrier and the ring gear of the in-series planetary gear set (inner disc carrier, brake G) , to reverse direction.



March 1998 33

Solenoid valve and clutch logic L E E H W E E R F

. G . 1 G

*

-

*

*

-

*

*

-

-

-

*

-

-

-

-

-

-

*

-

-

-

-

-

-

*

-

-

*

-

*

-

*

-

-

*

*

-

*

-

-

*

-

*

-

-

-

-

-

-

-

-

E

C I K D * G A R O B L H C C T U F L C

8 1 E 9 1 P H 5

H E C T U L B * C

-

-

-

*

-

-

*

-

-

-

*

-

-

-

-

A

-

-

*

4

-

-

-

S D 3 E

2

* -

C I 1 * G O L 3 S D E + V 2 V M M 1

*

* -

*

* -

*

-

*

*

*

-

-

*

*

*

-

-

*

*

*

*

*

*

-

*

* *

R A e l E s a r t r e G u v / e e t S R N s O = = 1 , P R N D


*

-

-

*

-

* -

*

-

*

-

*

-

*

-

-

*

*

-

*

-

-

*

-

*

* -

*

-

*

*

*

-

* *

-

*

-

-

-

-

-

-

*

-

*

*

*

*

n o i t c a r t t d d h h s 4 n r t t 2 3 4 5 1 5 , , , , , , D D D D M D

h t 5 d r 3 K W

) N I D (

l a r t u e N = N

March 1998 34

Power flow – 5 HP 19 Power flow, 5 HP 19 version

Closed control elements Gear

Clutch

Brake

Freewheel

Ratio i

Ratio steps PHI

Total

depending on operating condition


March 1998 35

Hydraulic selector unit The hydraulic selector unit is located in the automatic transmission oil pan. It contains electrical actuators and sensors, plus a number of hydraulic valves which are responsible, together with the electronic control unit, for engaging the gears in the automatic transmission. The electrical components: Solenoid valves 1, 2 and 3 Pressure regulators 1, 2, 3 and 4 Speed sensor Speed sensor

(MV) (EDS) electronic pressure control Turbine (turbine speed, transmission) Output (output speed, transmission)

are arranged in such a way that they are accessible when the transmission is installed on the vehicle (see drawing). The temperature sensor is integrated into the wiring harness on the control-unit side.

Oil filter

Turbine speed sensor


System pressure control

Hydraulic selector unit

Solenoid valves and shift pressure controls

Output speed sensor

March 1998 36

The valves are located in the following valve housings: Valve housing I

Clutch Clutch Clutch Clutch

valve valve valve valve

for for for for

clutch C clutch G clutch A clutch E

(KV-C) (KV-G) (KV-A) (KV-E)

Traction valve for shifting 5 -> 4 Main pressure valve (system pressure) Retaining valve for clutch C Retaining valve for clutch G Selector gate for positions P, R, N, D, 4, 3, 2


(ZV5-4) (HD-V) (HV-C) (HV-G) (WS)

March 1998 37

Brief description of valves Clutch valves (KV-A, KV-C, KV-E, KV-G) The clutch valves are variable pressure-reducing valves. They are controlled via the corresponding pressure control valve (EDS) and determine clutch pressure during shifting.

Traction valve (shifting from 5 -> 4 / ZV 5 - 4) Traction valve 5 -> 4 works as a clutch valve and fills clutch A initially when shifting from 5 -> 4.

Main pressure valve (system pressure / HD-V) The main pressure valve is a variable pressure-limiting valve which controls the oil pressure generated by the pump. Surplus oil flows back into the oil pan.

Retaining valve (for clutches C, G / HV-C, HV-G) The retaining valves actuate the clutch valves, i.e.: the regulating function (regulating phase) of the clutch valve during the gearshift is terminated by the main valve at the appropriate moment, as a result of which clutch pressure rises to the same value as system pressure. Both valves (clutch and retaining valves) are controlled by the corresponding pressure regulator (EDS).

Selector valve The driver of the vehicle selects the direction of travel (forward or reverse), the park position and the neutral position via the selector valve.


March 1998 38

Valve housing II

Solenoid valve 1

(MV1)

Solenoid valve 2

(MV2)

Solenoid valve 3

(MV3)

Electronic pressure control valve 2

(EDS 2)


(EDS 3)


(EDS 4)

Traction/coasting valve

(ZS-V)

Control valve for converter pressure

(SV-WD)

Shift valve 1

(SV-1)

Shift valve 2

(SV-2)

Shift valve 3

(SV-3)

Reverse-gear valve

(RG-V)

Pressure reduction valve 1

(DRV-1)


March 1998 39

Brief description of valves Solenoid valves 1, 2, 3 (MV 1, 2, 3) There are three 3/2 solenoid valves in the hydraulic selector unit, i.e. 3 connections and 2 shift positions. The solenoid valves are energized by the electronic transmission control unit and have two positions (open or closed). Their purpose is to switch over the valves.

3/2 – Solenoid valve (MV)

Type: Pressure range: Rated voltage: Nom. diameter: Starting current:

Plate-armature valve 0 to 5 bar 12 V 1.6 mm 166 mA

Pressure regulator (EDS 1, 2, 3, 4) The electronic pressure regulating valves convert an electrical current into a proportional hydraulic pressure. They are energized by the electronic transmission control unit and actuate the valves associated with the shift components. The characteristic shown only applies to EDS 1; EDS 2, 3 and 4 have a rising characteristic.

Electrical pressure regulating valve (EDS)

) r a b ( e r u s s e r p l o r t n o C

Tolerance range for falling pressure characteristic

Adjusting point Hysteresis for rising pressure characteristic

Control current (A)


March 1998 40

Output speed sensor (Inductive sensor)

Dimension “A”

Gap: Interior resistance:


< 0.25 mm (dimension A) 260 Ω ± 10 %

March 1998 41

Turbine speed sensor (Hall-effect sensor)

Hall-effect sensor

Plug

V+

V-

Electronic circuit

Hall I. C.

- Bipolar mono-cell - ± 75 G


March 1998 42

Traction/coasting valve (ZS-V) The traction/coasting valve is supplied with oil from the pressure reduction valve and switches off the regulating function of the traction valve 5 -> 4 if required.

Control valve for converter pressure (SV-WD) The regulating function of the converter pressure valve is switched off by the control valve and the space behind the converter clutch is therefore vented.

Shift valves 1, 2, 3 (SV 1, 2, 3) The shift valves are actuated by the solenoid valves and direct the system pressure to the corres ponding clutch regulating circuits.

Reverse-gear valve (RG-V) The reverse-gear valve has two functions: 1. Shift valve for reverse gear, and 2. Safety valve for the forward gears, to prevent inadvertent selection of reverse. It is actuated by the pressure at clutch A.

Pressure-reducing valve (DRV-1) Pressure-reducing valve 1 lowers the system pressure at which the rear-mounted solenoid valves are energized to approx. 5 bar. The solenoid valves require a constant input pressure in order to function.


March 1998 43

Converter lock-up clutch housing (WK) Valve for lubricating pressure Converter lock-up clutch valve Converter pressure valve Valve for traction shifting 4 -> 5

(Schm.-V) (WK-V) (WD-V) (ZV 4-> 5)

Modulation pressure housing Modulation pressure valve Pressure-reducing valve II Electronic pressure control valve EDS 1


(Mod-V) (DRV II) (DR-P)

March 1998 44

Brief description of valves Valve for lubricating pressure (Schm-V) The lubricating valve reduces the system pressure and guarantees the necessary lubrication pressure. Maximum pressure is also limited. Converter clutch valve (WK-V) The converter clutch valve is controlled by the electronic pressure control (EDS4) together with the converter control valve (SV-W). In this function, thedirection of oil flow is reversed. The space in front of the converter lock-up clutch is pressurized at system pressure and the control valve vents the piston space behind the converter lock-up clutch. Converter pressure control valve (WD-V) The converter pressure valve reduces the system pressure and simultaneously maintains the required pressure for the converter. Maximum converter pressure is limited to prevent the converter from being distorted by excess pressure. When SV-WD is energized, the oil channel behind the lock-up clutch piston is vented. Valve for traction shifting 4 -> 5 (ZV 4-5) The traction valve 4 -> 5 works as a clutch valve and serves to vent clutch C initially when a 4 -> 5 shift takes place. Modulation pressure valve (Mod-V) The modulation valve, which is energized by the electronic pressure control unit (EDS1), generates the modulation pressure. The modulation pressure reaches the main pressure valve and thus has an additional regulating effect on the main pressure. Modulation pressure is proportional to engine torque. Pressure-reducing valve II (DRV II) Pressure-reducing valve II reduces system pressure to approx. 5 bar, which is applied to the downstream pressure contrrol systems (EDS 1, 2, 3, 4) . Pressure control requires constant input pressure if it is to function correctly.


March 1998 45

Control circuit diagram


March 1998 46

Electronic Transmission Control (EGS) Electronic Transmission Control (EGS) processes the following transmission, engine and vehicle signals (type of signal is shown in brackets):

From transmission

Turbine speed Output speed Transmission temp.

(frequency, inductive sensor) (frequency, inductive sensor) (analog, resistor)

Version with CAN From engine

From vehicle

Engine speed Engine torque Throttle butterfly Engine temperature

(all engine signals are transmitted via CAN bus)

Kick-down P, R, N, D (4, 3, 2 -one-touch mode) Program (manual) Brake light Signals from other vehicle systems

(digital) (digital, encoded) (digital) (digital)

These data include, for example: – Shift characteristics for gears and the converter lock-up clutch – Coordinating parameters for ressure calculation, engine manipulation and time stages – Regulator parameters for regulating gear shifts and converter lock-up clutch – Diagnosis parameters The control program calculates the correct gear and lock-up clutch status, and also the optimum pressure patterns for gear shifting and operation of the converter lock-up clutch, from the input signals and the stored data. EGS energizes the solenoid valves and pressure regulators via special output modules (output stages, current regulating circuits) and thus influences the automatic transmission’s hydraulics. The engine management system is also informed of the degree and duration of engine intervention via the CAN bus. On vehicles which are not equipped with CAN, the corresponding signals are transmitted via discrete interfaces (BMWs are equipped with CAN in all cases). Function description 5 HP 19 ZFS, Department MKTD

March 1998 47

e t o N

) s e l o p 4 3 1 ( W M B 0 6 . 8 S G E – t n e m n g i s s a n i P

4 2 . 4 n i p o t e g d i r B

4 4 4 2 2 2 P P P H H H 5 5 5 y l y y l l n n n o o o

) s r e r u t c a f u n a m e t i t n o u l N o r t n o c y b t n e m n g i s s A (

G 3 / 4 2 P H 5 y l n o

3 0 . 3 n i p o t e g d i r B

1 3 0 . 0 . 1 1 n i n i p p o t o t e e g g d i d i r r B B

. . . y l n o

k c o y l l t p f i p h u s s t r e m m . 2 e . n a a . w k g r r e e r r . . o . S S c a k g g t n . . . i . o o . . l . o a . D D p l o o . m c . s s . r r g 4 o h h 3 e n h 2 E h . . . l . E h t g l p p n 1 n . . f c c V r c V . c c i n n . . e i t t t t t V . . . w ) S S e i i i i l l l a h t . i s s y A S u u p o l o . . w M s s f a a a n u d n M w D D e . w w M e e w i . i p t e h h . . E l n n s s s s s r g g n a - - i r . E . . r r . t i o e s e r e t p . . c t c l h n e g u u p p e t . . . y y i i d d d u v u v v h e n n n n i t i s t e e n ) t n l g i i l s s i l u . l r l . l g t t s s g w m t i . e i i o a l o d . o a p s a d i o a s s i o . o . y n p i w w o t t s : : : i s n e e i p d . a i . e g l r r . h l r h h n c c c d e p s s t v v v p r e e e s s s s s . e e c . c e e e s r r s i s s s s s g a a i i m e p p i e p o i s d i . u n i i d i s e i u u u d n g l g w i s s s e s i n n n s p p b m m u i i i i n n p p i s s n p p m m m w o l o o g a a c o o n n t t m s o m o o o r . r . m o p o s r n g r i s m s m S r m t b b b o m r r r r r d u u u r r a s s s s s e e t t t n n t p e t n t t n r a i t s g g k k - p p p t g p p n t t D e t r i e t p n l n e c g e c t e c c n g u n N N N l e e u n R a a k e e e ( t t a u c l w w s ( s i E t l l o o N a a a a a e e e e c p l . o i u r o l V i p r o l l r i p r A A A o v u u f e s s o I r r r r i t t t r G i 3 A L P P P P F B B K S S S 4 A O O T I n E . n T S E E T D I n T C C C S R O I . P O O T S E M e e l l u . 1 2 3 9 0 4 5 6 7 8 9 0 u . 2 3 4 5 6 7 1 2 3 4 6 7 1 2 3 4 6 7 8 1 2 3 4 5 6 7 8 0 d o 0 0 0 0 0 0 1 1 1 1 1 1 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 d o 0 0 0 0 1 1 1 1 1 1 1 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . o N . . . . . . . . . . . . o N M 3 3 3 3 3 3 3 3 3 3 3 3 M 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

s n o i t a c i f i c e p s r o t c e n n o C

l d o n r e e t e t n h i b t o n r c o u f o r t l t e o h e r g t n t o y i n e s o v m c u a o o h e r h h s t i r n f d e t e a p h b e i s m d h e u u s T n u . g n g s m i i n e t s i t s i r w s d a e y r e d s b b t m c e a t a n h h c T c n a . 5 o i d c t e h o n s d t i i e o w p u c a l n e m s b t e a t e ) b o s n y s x x o t r t x e c s a i a x s t x l r n x o o o t r c x t c n e g o n m u c a n l o p r n g c o r a i a i e . s l d h s u i d T d . e o W m n s s i t m M n i f a n e r u d A B ( t


. n o n i t i c , n n u o f i t g c n n i u f d a e g l n i a d e a e v l a a h s e t v c a t a h s n o t i c u f c o r i c w r r e o r w e o p w o e l h t d n n a i s r t e c p a p t u n o e c h t f s o t i w u o c r i r e c l l d a d i n g m i s e e h h T t

t n e m n g i s s a n i P

. s p u o r g l a n o i t c n u f o t g n i d r o c c a d e d i v i d e r a s t u p t u o d n a s t u p n i g u l p r a l u d o M

d e g n . t t ) a ) c n g g h e c l u e j u l o m e r p b e n p p e g t i h s t h o t o t n n s n a g i n i n s , i a n c s n i d n r i i d o p d p n e c t a t s c c c s a t y t a e a t t r i n l n u p i o o o t b c c i y o t a o n l o a / n 2 t ( n p ( 5 n m t t e . . . o n c n m a a c c n 0 7 a a g 1 2 i v v - s n s s S n i t s a n P i p s , i a , i o a d l d t e m m e o e e e t p r p r p u p g i r d r i u n e e u i q d b b q d e e e r x m y m i o a f a l f h l c l a c u h s C h i a f C : 2 : 3 : 4 : 5 : 1 e l e l e l e l e l u u u u u d o d o d o d o d o M M M M M

1 3 . 4 n i p o t e g e d t o i r N B

3 3 0 . 0 . 1 1 n i n i p p o t o t e e g g d d i r i r B B

y l p E p 1 u 3 L L s . 1 1 e l v K 3 3 i t 7 7 . l . i s l 3 3 s K K s . l . o l a . s p K K . . m s s s t y c a a n y s i i a l a l s n m m e n e e o o r r r r a r n t e e E E g c w w m r a l e o o e M M i D E P P P D D

) y l p p u t s n . . r e . e m w n n o o i i p g i s t ( n s 1 A I g e l u . 1 2 3 4 5 6 7 8 9 d o o 0 . 0 . 0 . 0 . 0 . 0 . 0 . 0 . 0 . M N 1 1 1 1 1 1 1 1 1

March 1998 48

) r r ) o o s s ) ) n n r r e e o o s s s s t t n n c c e e + e e s s f f r r f f e e o o e e v v s s i i l l l l t t n n c c a a e e u u s s H H ( ( d d e n n r e r i i + ( ( u t u t e e t t a ) u n i n u ) a i r p 1 2 b b 3 p 4 e r t t + r r 1 u + p e p ( u 3 u t u S 2 o S ( o S S t m / D D V / / D V V / D N e m e n n E E M n n E M M n E B T T B

W M B 9 1 P H 5 – t n e m n g i s s a n i p g u l p n o i s s i m s n a r T

e l u d o m g u l p S G E


1 2 3 4 5 1 2 3 4 5 6 7 8 9 0 1 1 1 1 1 1 e e t w y e w t e e t e w y n g i l g t e e e d o o i i o l e e l r n h l l r e l l e o n t u h l l h a i a i r r e g r w b w e g g e v r w o y y y o o v E R R S L E E R N E T I R S I V B W G G O W G G G G R V O W

March 1998 49

Pin assignment – 5 HP 19 BMW GS 8.60


March 1998 50

Automatic transmission oil filling (Overflow screw)

General requirements before checking or correcting the oil level:

– The vehicle has to be positioned horizontally on the hoist. – The driven wheels or the transmission output have to be at a standstill for at least two minutes before the oil level is checked. – Selection lever in position P. Engage handbrake. – The EGS must not be in the emergency program. – Energy-consuming devices such as air conditioning must be turned off. – When opening the ATF filling screw, the transmission sump temperature has to be ≤ 30° C. – The transmission oil temperature check must be made with the correct testing device.

Checking the oil level:

– Start the engine and select various gears. Engage R and D, shift up to the 3rd gear step by step (gears remain engaged for 3 seconds each), engage position P. – Idle speed 650–950 rpm (according to car manufacturer’s specif ication). – Open the screw at the overflow hole. – Add ATF at approx. ≤ 30° C until it overflows. Transmission temperature increases during idle, oil expands and escapes. – Close overflow hole when 40° C (+ 10° C) are reached. Settling time between opening and closing the oil filling cap at least 60 seconds. Starting temperature ≤ 30° C.

Important!

– Oil level checking at regular operating temperature is not possible. – Checking or adjustment of the oil level is only necessary after repair work on the transmission, the cooling system or the pipes. The transmissions are f illed to the overflow point with lifetime oil (ESSO LT 71 141) at an oil temperature of 40° C before leaving the factory. – If the filling screw is opened at operating temperature (80°), not enough oil will remain in the transmission due to overflow and it will consequently fail. – If the overflow hole is closed after adjustment at below 37° C, the transmission will be too full. – The temperature range (opening at 30° C, closing at 40° C) should be complied with as closely as possible. – Oil level adjustment in the emergency program is prohibited.


March 1998 51

5 HP 19 passenger car automatic transmission Technical data

TRANSMISSION TYPE:

Passenger car automatic transmission, 5-speed, conventional driveline layout

TRANSMISSION POWER HANDLING CAPACITY:

Tmax Pmax nmax nmax nmax Tmax

CONVERTER:

W 254 S with GWK (lock-up clutch) T p = 90 - 230 Nm at n p = 2,000 min-1

RATIOS:

1st gear

2nd gear

3rd gear

4th gear

3.67

2.0

1.41

1.0

Gears:

engine at 3,500 min -1 engine at 6,000 min -1 in 1st to 4th gear in 1st to 5th gear Kick-down operation Turbine

= 300 Nm = 150 kW (204 bhp) = 6,540 min -1 = 5,000 min-1 = 6,400 min -1 = 540 Nm

POSITIONS:

P, R, N, D (4, 3, 2)

CONTROL:

Electro-hydraulic Various shift programs available

WEIGHT WITH OIL:

77–79 kg depending on version

5th gear Reverse 0.74

4.10

Engine application

5HP18

5HP19

Difference

M52B28 M52B25 M52B20

84.0kg 84.0kg 79.8kg

79.5kg 78.9kg 76.6kg

4.5kg 5.1kg 3.2kg

TRANSMISSION OIL:


Lifetime oil filling

March 1998 52

Notes

Function description 5 HP 19 ZFS, MKTD department

March 1998 53

5hp19e-130209063629-phpapp02

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