Automatic transmission 9G-TRONIC 725.0 System description
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Mercedes-Benz Service
System description Automatic transmission 9G-TRONIC 725.0
Daimler AG · Technical Inormation and Workshop Equipment (GSP/OR) · D-70546 Stuttgart System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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Inormation and copyright Product Portolio You You can also find comprehensive inormation on our complete product portolio in our Internet portal: Link: http://afersales.mercedes-benz.c http://afersales.mercedes-benz.com om Questions and suggestions I you have any questions or suggestions concerning this product, please write to us. Email: customer.support@daimler
[email protected] .com Fax: +49 (0) 69-95 30 73-76
© 2013 by Daimler AG This document, including all its parts, is protected by copyright. Any urther processing or use requires the previous written consent o Daimler AG, Department GSP/OR, D-70546 Stuttgart. This applies in particular to reproduction, distribution, alteration, translation, microfilming and storage and/or processing in electronic systems, including databases and online services. Image no. o title image: P27.00-2391-00 Image no. Poster: P27.10-2501-00 Order no. o this publication: HLI 000 000 12 33
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Contents Preace
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Overall system Overview Sectional view Block diagram Technical data Hydraulic diagram
5 6 8 10 11
Subsystems Electrohydraulic control Shif valve housing and valve block Cover/shif valve housing Rpm sensor system Power transmission/power flow Upshif and downshif Oil supply Driver inormation Limp-home mode
13 17 18 19 21 23 24 26 28
System components Torque converter conver ter Torque converter conver ter lockup clutch Planetary gear set Multidisk clutch Multidisk brake Park pawl Park pawl control Transmission oil cooling Electric transmission oil pump Oil pan and oil filter
29 31 32 34 35 36 38 43 44 46
Service Inormation Flashing
47
Special tools Special tools
48
Questions and answers Questions about the 9G-TRONIC 725.0 automatic transmission
50
Annex Abbreviations Index
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Preace Dear Reader, This system description presents the new automatic transmission 9G-TRONIC 725.0. The purpose o this brochure is to acquaint you with the technical highlights o this new transmission in advance o its market launch. This brochure is intended to provide inormation or people employed in service or maintenance/repair as well as or afer-sales staff. It is assumed here that the reader is already amiliar with the Mercedes-Benz transmissions currently on the mar ket. In terms o the contents, the emphasis in this system description is on presenting new and modified components and systems. This system description is not intended as an aid or repairs or or the diagnosis o technical problems. For such needs, more extensive inormation is available in the Workshop Inormation System (WIS) and Xentry Diagnostics. WIS is updated continuously. Thereore, the inormation available there reflects the latest technical status o our vehicles.
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The system description provides initial inormation about the new automatic transmission 9G-TRONIC 725.0. The system description is not stored in this orm in WIS. The contents o this brochure are not updated. No provision is made or supplements. We will publicize modifications and new eatures in the relevant WIS documents. The inormation presented in this system description may thereore differ rom the more up-todate inormation ound in the WIS. All o the inormation relating to specifications, equipment and options are valid as o the copy deadline in June 2013 and may thereore differ rom the current production configuration.
Daimler AG Technical Technical Inormation and Workshop Equipment (GSP/OR)
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Overview The automatic transmission 9G-TRONIC 725.0 is an entirely new electronically controlled automatic transmission with 9 orward gears and one reverse gear. The ratios or the gear stages are achieved by planetary gear sets. All the transmission unctions and control components or this automatic transmission are combined in one assembly module. The ully integrated transmission controller unit located in the automatic transmission allows the number o interaces to the wiring harness in the vehicle to be minimized.
An increased service lie, reduced uel consumption and maximum shif comort are achieved through: A new transmission concept with 9 gears and a gear ratio spread o 9 New optimized transmission components Reduced working pressure The implementation o completely new sofware with additional comort and dynamic unctions New actuator concept with two pumps
The use o the new ully integrated transmission control (VGS) system also provides the ollowing additional advantages: Good electromagnetic compatibility (avoidance o mutual influence between various electronic components) Fast current control and compensation o fluctuations in the on-board electrical system, resulting in increased shif quality Precise determination o gearshif-relevant measurement values and quicker evaluation o these measurement values
The transmission can be subdivided into the ollowing assemblies: Torque converter with torsional damper, centriugal pendulum and torque converter lockup clutch New oil pump (primary pump) with off-axis design or generating the required oil pressure and or guaranteeing lubrication o shif elements and bearing points Electric transmission oil pump or generating the required oil pressure and or guaranteeing lubrication o shif elements and bearing points with the engine off and or supporting the primary pump Transmission housing with mechanical transmission components (planetary gear sets, electrohydraulically actuated park pawl, multidisk clutches and multidisk brakes) Fully integrated transmission controller unit with integrated ully integrated transmission control unit
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Model series
Model
Engine
Transmission
Market launch
E 350 BlueTEC
212.026
642.852
725.011
09/13
E 350 BlueTEC
212.226
642.852
725.011
09/13
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m e t s y s l l a r e v O
m e t s y s l l a r e v O
Sectional view 0 0 7 6 4 2 0 1 . 7 2 P
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Sectional view
s l i i o m s 8 7 n n t 8 5 6 1 o 3 2 i a 0 0 0 8 s r i K K K n t B B B s i u h h h e e e c c c m d r k k k t t t s e e t l a u l u l u n l r a r a r l a r o b b b c c c a r r g k k k k k k t e t n t s s s s s s c i i i i i i i n o i d d d d d d r i p y c t i t i t i t i t i t t l l l l l l c m l l n u u u u u u l e u u i o M M M M M M E p F s 2 4 A B C D E F M
8 / 3 Y
g s n e p S i r p u c l s i G e k e w u p g g v l V m c n i o e n n 1 2 3 4 o i e a i h u l c o l i c a s t t t t k s r p o t u r h a r u u e e e e o k a t y e d e c s s s s v e r o o l n t t d n r a i h r r r m g p r l e h r o a e r v n a a a a a v d o n e e e n i b i p e t e e e v e r i c n s i o o e l v g g g g g u 0 n h i g f e i a u l a n s n d s y y y y l a . o w o n b u h n g o i s i o p s r r r w f 5 c r u c i o u p t s e r t m i r r i a t a t a t a a n h a e e i o 2 e e r l t t m r m l a u m t p o / d r u l n h n r a e u 7 a u u i s s e e e e i o y t e s c n t p n n n n n k p t o h u d w p p t e q p v s r i t i e n q r b r t r t n i l a l l l a p n a a a a s a u i i u e o u o e l l l a i r c r o o u o l r e r m v i l s T T S I C T c T v O T P P P P P O P t a G O S C P s a i n m o i t s c n a e a a b c d e 0 1 2 3 4 5 5 r 1 1 1 1 1 1 2 3 4 5 6 7 8 9 1 1 1 1 1 1 1 S t
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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m e t s y s l l a r e v O
m e t s y s l l a r e v O
Block diagram 0 0 6 2 6 2 9 1 . 7 2 P
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Block diagram
d o o i s s o p l l n u o o e k l r r t t o c n n o s l o o e c c r r e u t e e i s r d k k e o s a a v n r r e b 5 b 6 r n l e k 0 k 0 p o o c s B i s B g s i n e h i d d d d i i u i i k t o l t o r q t c l u n u n o r l u o e M l e W T c M l 7 8 9 0 1 1 1 2 y y y y 8 8 8 8 / / / / 3 3 3 3 Y Y Y Y
1 8 7 s 8 3 2 o r n r c o K K K s a m i o o f r o s i i t r s p s n l o n t m d h e r i d i d i o n s n o m o u r s f r d i b p r r e i o o o i e e n s n t n s e o h b s e n n n t o s i e n t m o r c s v w s i e u s a e l e l e n n c e l e h e o o n u t r l p t d l e m s e r l s t m o o o c o s t t e d u l o i p i c s m n i l t s n i i s s s T o t r l d e i e i n m C l p n o o l l l k s l m m n r e n e e s r u e u n o s a o o o s t E e u l e w e e p n o r r r r n l f l c f a r t t t a e n h s t i h h e i o r p g l h o L o o o i a a r n n n b 8 E w c s r w t o r l l r c c t w g i s n s h i h t o o o t s S i t w l s n w t d c c c k 0 e n i s t g t s g n g i g s e s B r w a l a i T g i a i t o e o r n n n n a o e a n i n i n n u h h h d p i p i c o C i n n o u i c m d s r c i r e m m r r i s s n c c c s o o r s t t i p l y n n e k r e t t t l o n E e t e l e k t e t g s k b e e t t r r l b l n u R t a e e u t e a e u t e u i u u u u o r n o a r u a t r a r u i u t r u a u o l l l r I n e e S d S B A t D S b S b D P P T I s O F s T t P L s C C C M l 2 3 4 5 6 2 3 1 1 5 1 1 2 3 4 2 4 1 1 1 1 1 1 1 / 4 b l / n n n n s s y y y y y 5 1 / 8 8 8 8 8 8 8 8 8 / 0 1 / 8 8 8 8 0 3 / 6 6 1 1 1 / / / / / / / / / / / / / 8 1 9 1 1 1 1 1 3 3 3 3 3 3 3 3 3 3 3 3 3 N N S S S S S X Y Y Y Y Y Y Y Y Y Y Y Y Y
r y t h e m n i y t r l l l i i h i a o a o t l o r e ) b i a w c t l r r p i g d t a a S t w T s k o i e n ( o o U t ( C i c I r i c l n c L S t y d n N i N P t 0 d o u u o I c l a e o c P n l n 5 i l i d O L y p r i t u s n 5 n p d o n o l R e i e C o l T l r s s s o t i o E o e i c I i i t t i m i i r s s o y N t t x n N b d S n N t m i i r 1 2 r n u m I D e y e O c t a a ( l o A A n o n n k u o a n t c n t N p N s e n D g O g n l c l R l o i S t i o r N C C N o ) a i i t g t I e o A A C a o M r c T E c 3 c e A i a n i c t n r s t n i n L t r c c i C C i i S c t t h s i t C a s u I m e d e 3 d e d n i n l n i t n A r t i s i s m g r o i m 2 r t c n D n S n i o u m e u ) ( ) o i m m i r ( i a o w ) t s s u i r p o r o r n a ) r u r n t r i c s s n t t e S r s s u e g r i p a l t r e c t 3 m g e m t n r e l i i t h v a a a t l e i c c g m e u n m I n n 3 e o d U c e o s s t s a a a a e t e e r i h h D n a l u r u r n i l o 2 r r o L l o r r n r I r n E n t l G M T T I D D C C I S E p C F T u h E c ( P P c P E t g a i d 1 2 1 1 4 7 2 3 6 8 1 B C D E E k 9 / / / / 1 1 1 1 1 E 2 5 c N N N N N / 0 8 0 0 3 e p p p / o 1 1 N I N 4 3 1 2 3 3 7 l 1 1 1 8 A A A A A I A A A A C C C C C L L M N N N N N N B A A
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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m e t s y s l l a r e v O
m e t s y s l l a r e v O
Technical data
Automatic transmission
Unit
725.011
Designation
W9A 700
Shif mechanism
9-speed, automatic
Number o ratios
9+R
Gear ratio spread
9.150
Weight o automatic transmission (including torque converter and transmission oil)
kg
94.8 (with OM 642)
Automatic transmission fluid (yellow/gold) GTL
l
approx. 10
Max. rpm 1st to 7th gear
rpm
7000
8th gear
rpm
5900
9th gear
rpm
5000
Overall length
mm
644...649 depending on joint flange and torque converter
Starting device
Hydraulic torque converter
Max. input torque
Nm
Transmission ratio
A (B08) ¹
1st gear
5.503
2nd gear
3.333
3rd gear
2.315
4th gear
700
B (B05) ² •
C (B06) ³
D (K81) ⁴
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1.661
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5th gear
1.211
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6th gear
1.000
7th gear
0.865
8th gear
0.717
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9th gear
0.601
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Neutral position "N"
-
Reverse gear "R"
-4.932
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•
F (K27) ⁶
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E (K38) ⁵
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¹ Multidisk brake B08 ² Multidisk brake B05 ³ Multidisk brake B06 ⁴ Multidisk clutch K81 ⁵ Multidisk clutch K38 ⁶ Multidisk clutch K27
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Hydraulic diagram 0 0 2 9 3 2 0 0 . 7 2 P
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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m e t s y s l l a r e v O
m e t s y s l l a r e v O
Hydraulic diagram
1 8 7 8 3 2 o d o o i K K K s s s o p l i l l l n u d d d o i i i o o o e k l r r r o o o n t t t e e o c n n n n r r o n n o s l i e e e u u l l l o o o s e s s r o o o c c c s r i s s e s s s e t u e e e e l l l k i s r d r e m r k k o o o s o s e a a p r n p r t r t r a v n r r r t e u r g s a g n b b b e n n n 8 5 6 l r n s t n o o o k 0 k 0 k 0 p o i i o c t e t d c c c i s B i s B i s B g s c a r i a i n e h o h h h p i c c d d d r d d d i i i i i p u i i i t n c c c k t t o l t o r q t c r r e t t t l l i c b f b l u l u l u u o e m n u n u n o r u u u o l l u h l o e M l e M l e W T c L S E p L s C C C M l 2 3 4 5 6 7 8 9 0 1 1 1 1 1 1 1 1 2 y y y y y y y y y 8 8 8 8 8 8 8 8 8 2 / / / / / / / / / 4 3 3 3 3 3 3 3 3 3 P Q M Y Y Y Y Y Y Y Y Y
t g a a n l i t u t g f s k i g a n l o c c s i h e i c p i c p t u s r e i t m e a r r g v r h l a l t t e e 1 8 7 r e m 8 5 6 e u r a e c u c m n e r r c 8 3 2 m g l h 0 0 0 v u u v a e e u t e e l s l p l p e e o e e s B B B K K K p l t g o r l r a s e i e i l l r e r s i o u r l h h h v u n u u i d v e e e e e i c o s l k c t c t c o o t o o u s s u r r k k k t a o o r t d a f s s s l n n s a p i p f u l u l u s v a r a r a r l e e e n e n e o i h o o m o o P o 0 d r r r e i g g v v b b b c c c i i n l s h f l l s s p i t n n e k k k k k k . a s p r i i p a s s i s p k e s a s g l m 5 r w p h o t t l i v r v v i i g g s s s s s s r r a m s N i i i i i i a a a e e 2 n n n a c m r 7 t k m k m i o i c a d d d d d r p u l p u t i i i i i i i s m v d s s i t c s c s k k g s / e P i e k e e t t t t t t r r fi p s k k l l l l l l r r r n n t v v v m v e n e n a o g r r b b n l l l l l l i o n a o r a n u u u u u u a e o i a i o a a o u a o a u i r a r o a h a r h r W C d i O P O B P v N L v W v L t M M M M M M D P T T W v C t C t s c s i l i u m a r s d n e n b c h i k l y a 1 3 5 5 7 7 7 7 r 0 1 1 1 1 1 1 1 1 1 A B C D E F G H I J K L M N O H t
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Electrohydraulic control Fully integrated transmission controller unit The ully integrated transmission controller unit is connected to the CAN network o the vehicle and evaluates the incoming signals and requests rom other control units, actuating the internal actuators accordingly depending on this inormation. It also evaluates the signals o the sensor system and orwards them to the associated control units.
Special eatures o ully integrated transmission controller unit The automatic transmission was conceived as a compact transmission unit or north-south installation. Particular attention was paid to ensuring that all components which are involved in the gearshif, lubrication and control processes are integrated in the transmission.
The ully integrated transmission control unit actuates the ollowing actuators and/or perorms the ollowing unctions depending on the sensor and CAN input signals: Shif valves and solenoids Electric transmission oil pump Hydraulic park pawl actuation Electrohydraulic park pawl release
The special eatures o the ully integrated transmission controller unit are: The electric transmission oil pump All shif valves and solenoids are located on the ully integrated transmission controller unit The entire sensor system (consisting o rpm, temperature, pressure and position sensors) is part o the ully integrated transmission controller unit The ully integrated transmission control unit is integrated in the ully integrated transmission controller unit
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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s m e t s y s b u S
s m e t s y s b u S
Electrohydraulic control Shif pressure, lubricating pressure and working pressure The oil pressures are separated into: Working pressure Lubrication pressure Shif pressure •
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Working pressure The oil pressure produced by the primary pump is converted into working pressure by the working pressure regulating valve. The level o working pressure depends on the position o the regulating valve and thereore on its geometry.
Shif pressure The shif pressure (oil pressure in the multidisk clutch or multidisk brake) is derived rom the working pressure. The respective solenoid influences the position o the associated regulating valve. In turn, the position influences the oil pressure prevailing in the multidisk brake or multidisk clutch. The shif pressure thus depends on the geometry o the respective regulating valve. Electric transmission oil pump The electric transmission oil pump provides the hydraulic system's oil supply when the internal combustion engine is switched off. It is actuated through the ully integrated transmission control unit.
The position o the working pressure regulating valve is influenced by the working pressure solenoid to match the load and gear. All other oil pressures required or transmission control are derived rom the working pressures.
Lubrication pressure At the working pressure regulating valve excess oil is diverted to the lubrication pressure regulating valve and rom there used in a regulated manner or lubrication and cooling o mechanical transmission parts and the torque converter. In addition, the oil pressure in the torque converter is limited via regulation o the lubrication pressure.
b Note
The actively controlled lubricating pressure reduction unction causes a reduction in drag and thus reduces uel consumption.
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Electrohydraulic control
P27.60-3652-00
Exploded view o electrohydraulic actuator (EHS) 14
Supporting body o VGS
14a
Transmission connector
15
Cover/shif valve housing
16
Intermediate panel
17
Shif valve housing
17m
Valve block
M42
Electric transmission oil pump
Y3/8n4
Fully integrated transmission control unit
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s m e t s y s b u S
s m e t s y s b u S
Electrohydraulic control
P27.19-2624-00
Components o EHS 14a
Transmission connector
Y3/8y13
Clutch control solenoid K81
15a
Pressure and intake pipes
Y3/8y14
Clutch control solenoid K38
M42
Electric transmission oil pump
Y3/8y15
Clutch control solenoid K27
Y3/8b5
Pressure sensor
Y3/8y16
Multidisk brake control solenoid B08
Y3/8n1
Turbine wheel rpm sensor
Y3/8y17
Multidisk brake control solenoid B05
Y3/8n2
Internal transmission rpm sensor
Y3/8y18
Multidisk brake control solenoid B06
Y3/8n3
Output shaf rpm sensor
Y3/8y19
Working pressure solenoid
Y3/8n4
Fully integrated transmission control unit
Y3/8y20
Torque converter lockup clutch solenoid
Y3/8s4
Park pawl position sensor
Y3/8y12
Lubricating pressure solenoid
b Note
The rpm sensors are permanently connected to the ully integrated transmission controller unit and cannot be replaced individually.
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Shif valve housing and valve block
P27.35-2013-00
Shif valve housing 17a
WÜK regulating valve
17g
Brake regulating valve B06
17b
Brake regulating valve B08
17h
Not Park shif valve
17c
Clutch regulating valve K81
17i
Lubricating pressure shif valve
17d
Clutch regulating valve K38
17j
Lubricating pressure solenoid regulating valve
17e
Brake regulating valve B05
17k
Working pressure regulating valve
17
Clutch regulating valve K27
17l
Lubricating pressure regulating valve
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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s m e t s y s b u S
s m e t s y s b u S
Cover/shif valve housing
P27.10-2468-00
Cover/shif valve housing 15a
Working pressure regulating valve
15b
Boost shif valve (supports centriugal oil cover filling)
15c
Park/Not Park shif valve
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Rpm sensor system
P27.19-2625-00
Rpm sensors 18
Drive shaf
Y3/8n2
Internal transmission rpm sensor
19
Output shaf
Y3/8n3
Output shaf rpm sensor
Y3/8n1
Turbine wheel rpm sensor
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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s m e t s y s b u S
s m e t s y s b u S
Rpm sensor system Internal transmission speed rpm sensor The internal transmission rpm is recorded by an active sensor (differential Hall sensor with integrated magnet). External plate carrier K81 is used as a passive sensor element or the internal rpm. Turbine wheel rpm sensor The turbine wheel speed is recorded by passive sensor (differential Hall sensor). A pole wheel is used as an active sensor element or the turbine speed. It is pressed onto the planet carrier o planetary gear set P4. Output shaf rpm sensor The output speed is recorded by an active sensor with rotation direction detection (differential Hall sensor with integrated magnet). External plate carrier K27 is used as a passive sensor element or the output speed. It is welded to the output shaf.
b Note
All sensors are permanently connected to the ully integrated transmission controller unit and cannot be replaced individually. In the first 6 to 8 months as o market launch, the entire EHS must be replaced.
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Power transmission/power flow Transer o torque The engine torque is transerred rom the crankshaf to the torque converter, the downstream automatic transmission and via the rear axle differential to the drive wheels. Power is transerred in the torque converter via the driven impeller by diverting hydraulic fluid to the turbine wheel which is connected to the drive shaf. When the torque converter lockup clutch is engaged, power is transmitted via this mechanical connection. Via the gear wheels o the individual planetary gear sets, the torques coming rom the converter, depending on the gear ratio and shif elements actuated, are passed on to the output shaf with the help o the multidisk clutches and multidisk brakes. A reduction o the output speed in the low gears provides lower vehicle speeds with high tractive orces and drive torques at the drive wheels.
Power flow illustrated based on 1st gear Function sequence o power flow in 1st gear The ollowing multidisk brakes and multidisk clutches are engaged: Multidisk brake B05 Multidisk brake B06 Multidisk clutch K38 •
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In 1st gear, the power flows through the ollowing gear sets: Planetary gear set P1 Planetary gear set P2 Planetary gear set P3 •
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The sun gear o planetary gear set P1 is part o the drive shaf and is driven by it. The planet carrier o planetary gear set P1 is connected to the ring gear o planetary gear set P2 via multidisk clutch K38. Multidisk brake B05 brakes the sun gear o planetary gear set P2. This increases the torque and reduces the rpm. The ring gear o planetary gear set P2 has a mechanical connection to the sun gear o planetary gear set P3. The planetary gears roll within the ring gear o planetary gear set P3, which is braked to a standstill by multidisk brake B06, and transer the resulting increased torque and resulting reduced rpm to the output shaf. The output shaf thus rotates with a reduced transmission input speed in the direction o rotation o the engine.
b Note
All planetary gear sets consist o the ollowing elements: •
•
•
•
Sun gear Planetary gears Planet carrier Ring gear
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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s m e t s y s b u S
s m e t s y s b u S
Power transmission/power flow
P27.00-2389-00
Power flow in 1st gear 1
Sun gear
E
Multidisk clutch K38
2
Planet carrier
F
Multidisk clutch K27
3
Ring gear
I
Elements not engaged
5
Sun gear
J
Elements engaged
6
Ring gear
P1
Planetary gear set P1
7
Ring gear
P2
Planetary gear set P2
8
Planet carrier
P3
Planetary gear set P3
18
Drive shaf
P4
Planetary gear set P4
19
Output shaf
R
Turbine wheel
A
Multidisk brake B08
S
Stator
B
Multidisk brake B05
T
Impeller
C
Multidisk brake B06
U
Torque converter lockup clutch
D
Multidisk clutch K81
22
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Upshif and downshif Shif operation The ully integrated transmission controller unit converts the electrical signals coming rom the ully integrated transmission control unit into hydraulic signals. Gear ranges "R", "N", "D1" to "D9" and "P" can be engaged by operating the DIRECT SELECT lever. The DIRECT SELECT lever transers the inormation about the selected gear range "P", "R", "N", "D1" to "D9" to the steering column tube module control unit, which places the signal on chassis CAN 1. Here, the signal is registered by the CDI control unit and relayed over the drive train CAN to the ully integrated transmission control unit. The corresponding gear range is engaged. The shif range with gear range "D1" to "D9" engaged is displayed on the instrument cluster. Although the shif range can be changed in the orward gears while driving, the ully integrated transmission control unit prevents a shif operation i the engine speeds are too high or too low.
•
•
"E" transmission mode has a shorter shif range in comparison to "S" transmission mode (shifs at a lower engine speed) and thereore produces a lower drive torque during orward and reverse travel. This results in more economical and comortable driving, as the gears are not exploited to their limits. In Manual "M" transmission mode, the individual gears "1" to "9" can be engaged directly via the steering wheel downshif button or steering wheel upshif button.
The reverse gear and neutral position can only be engaged via the DIRECT SELECT lever. The park pawl (gear range "P") is activated by operating the park pawl on the DIRECT SELECT lever. Transmission mode "M" is no longer active afer a change in status o circuit 15. The transmission then always starts in the deault transmission mode.
Upshif and downshif In the Sport "S" and Economy "E" transmission modes, the driver can select the ollowing unctions by pressing the steering wheel downshif button or steering wheel upshif button: Pressing the steering wheel gearshif buttons in transmission mode "E" or "S" activates temporary M mode (KZM). This allows the driver to change gears using the steering wheel gearshif buttons without previously selecting M mode. The previous gear limitation/shif into optimum gear (SOG) unction, which was operated by pressing the steering wheel gearshif buttons, has been discontinued. In contrast to permanent M mode, KZM is automatically deactivated afer a certain period o time. This time interval starts over again each time a button is pressed. In addition, the activity o the unction is extended by wide open throttle operation and lateral acceleration. •
•
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
23
s m e t s y s b u S
s m e t s y s b u S
Oil supply Oil supply With the combustion engine running, the oil pump (primary pump) delivers oil to the electrohydraulically actuated automatic transmission. The oil pump is driven via a drive chain (off-axis design) by the drive shaf. The oil pump is installed at the bottom o the transmission bell housing behind the torque converter in the external plate carrier. Oil supply with combustion engine OFF I the oil supply ails with the combustion engine off, all the control elements and actuators change to a basic state under no load and the automatic transmission power flow stops. When the internal combustion engine is started, and the oil supply has been built up, the gear position has to be changed rom "N" to "D". The resulting loss o time between the startoff request and the start-off time is minimized unnoticeably by the electric transmission oil pump. The electric transmission oil pump is actuated with the combustion engine off in start/stop mode and then provides the basic supply to the control elements and actuators. A defined basic pressure is thus maintained.
demand-controlled flow provided by the electric transmission oil pump is requested in the low rpm range o the combustion engine during shif operations (filling o actuator) or in the event o increased cooling requirements.
Transmission housing ventilation The breather is located on top o the transm ission housing. A duct cast into the transmission bell housing connects the interior transmission chamber to the breather. The transmission housing breather ensures that a pressure equilibrium is maintained in the transmission housing in the event o temperature-related volume changes in the transmission fluid and air.
The electric transmission oil pump also supports the primary pump at low internal combustion engine speeds. The
24
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Oil supply
P27.57-2037-00
Oil pump (primary pump) 3
Drive chain
13
Oil pump
4
Transmission housing
18
Drive shaf
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
25
s m e t s y s b u S
s m e t s y s b u S
Driver inormation The control and display concept is designed so that the driver has the best possible overview o the current operating condition o all relevant systems at all times and receives all driving inormation regarding the gear, gear range and transmission mode selections.
The ollowing selector lever positions are recorded via the DIRECT SELECT lever: "R", reverse gear "N", neutral and start position (no power transmission, vehicle can move reely) "D1 to D9", all 9 orward gears are available •
•
•
Gear indicator in instrument cluster in Economy transmission mode "E" and Sport transmission mode "S" This shows the driver the gear currently engaged automatically "D1" to "D9" or the other selector lever positions "R", "N", "P" (selector lever position "D" only i "R", "N" or "P" is engaged).
In order to switch rom one selector lever position to another, the DIRECT SELECT lever must be pressed over the actuation point (greater level o orce required). Actuating the park pawl on the DIRECT SELECT lever activates the park pawl at a vehicle speed o < 8 km/h.
Gear indicator in instrument cluster in Manual transmission mode "M" This shows the driver the gear engaged manually "1" to "9" or the other selector lever positions "R", "N", "P". Transmission mode display in instrument cluster This shows the driver the mode selected on the automatic transmission mode button: Economy "E" Manual "M" Sport "S" •
•
•
P27.60-3683-00
Center console view S16/12
26
Automatic transmission transmission mode button
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Driver inormation
P54.33-2908-00
Instrument cluster displays A1e58
Engine diagnosis indicator lamp
A1p13
Multiunction display
A1p12
Gear indicator
A1p16
Transmission mode display
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
27
s m e t s y s b u S
s m e t s y s b u S
Limp-home mode Emergency operation In order to guarantee a sae driving condition and to avoid damage to the automatic transmission, the ully integrated transmission control unit switches to limp-home mode in the event o critical aults. In the event o solenoid aults, the affected gear is disabled and no longer actuated. The vehicle can then be brought to the nearest Mercedes-Benz service operation.
Emergency-P In the event o aults affecting the park pawl lif solenoid, which prevent the notched lever o the parking lock actuator rom being released by the park pawl lif solenoid in position "Not P", the notched lever release pin can compensate or this by opening the notched lever hydraulically. The hydraulic pressure required or this is provided by the electric transmission oil pump with the combustion engine off. When the Emergency-P unction is activated, the locking o the piston rod by the notched lever is canceled (by the energized park pawl lif solenoid or hydraulically by the notched lever release pin i the hydraulic pressure is adequate), the lubricating pressure solenoid is in an energized state and the hydraulic cylinder is not pressurized towards the "Not P" position. The pretensioning spring is supported by the piston rod guide o the piston housing and thus moves the piston rod into shif position "P".
b Note
The park pawl lif solenoid is actuated in pulses to minimize noise in the vehicle. The solenoid is actuated by the ully integrated transmission control unit or electronic ignition lock control unit i the on-board electrical system voltage is interrupted.
28
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Torque converter Torque converter The impeller is connected to the engine, the turbine wheel is connected to the drive shaf. The stator is connected to the transmission housing via the reewheel and the stator shaf. The oil in the torque converter is continuously circulated so that heat generated during the operating phase can be drawn away by the transmission cooler. The impeller delivers oil through the impeller blades as a result o centriugal orce outwards to the turbine wheel and drives it. The turbine wheel blades direct the oil onto the blades o the stator, which in turn pushes the oil to the impeller. A torque increase occurs due to this redirection at the stator which is supported against the transmission housing via the reewheel.
The torque conversion reaches its maximum value at the start-off point with the impeller rotating and the turbine wheel stationary. The rpm o the turbine wheel adjusts at an increasing rate during the acceleration phase o the impeller i.e. the rpm difference is reduced until the rpm is almost the same at the coupling point o the torque converter lockup clutch. Once the coupling point is reached, the stator turns reely at the same time.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
29
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Torque converter
P27.20-2125-00
Sectional view o torque converter with centriugal pendulum 1
Torque converter cover
1g
Pressure chamber (torque converter lockup clutch)
1a
Turbine wheel
1h
WÜK piston return spring
1b
Stator
1i
Piston
1c
Impeller
1j
Internal plate carrier
1d
Centriugal pendulum
1k
Rivet
1e
Disk pack
18
Drive shaf (transmission)
1
External plate carrier
30
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Torque converter lockup clutch Torque converter lockup clutch (WÜK) with centriugal pendulum The torque converter lockup clutch minimizes the power losses o the torque converter and ensures low-slip power flow rom the crankshaf to the drive shaf o the automatic transmission depending on the engine load and vehicle speed. This allows the efficiency o the transmission to be improved.
pendulum masses o the centriugal pendulum are mounted flexibly on rollers and produce a counter-moment due to their inertia, which minimizes the torsional vibrations rom the engine over the entire rpm range. This measure improves comort or the driver and saves wear and tear on the mechanical components o the transmission. A low-rpm shif program is possible, which helps to save uel.
The torque converter lockup clutch is engaged in all gears depending on the output speed, the engine load and urther parameters such as temperature and air pressure. In order to minimize the torsional vibrations caused by the combustion engine, additional damping elements and vibration-reducing measures are required: Torsional damper Centriugal pendulum •
•
The torsional damper reduces the torsional vibrations caused by the combustion engine as result o combustion jolts. The
b Note
Due to the use o a torque converter with centriugal pendulum and additional damping measures or reducing torsional vibrations, it is not necessary to use a vibration damper on the rear axle differential and propeller shaf.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
31
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Planetary gear set Planetary gear set The ollowing components orm part o the planetary gear set: Ring gear Planet carrier Mounted planetary gears Sun gear •
•
•
•
The ring gear, planet carrier and sun gear elements o a planetary gear set are alternately driven and braked to a standstill via the shif elements o the multidisk clutch and multidisk brake. In the process, the planetary gears can roll on the internal toothing o the ring gear and on the outer toothing o the sun gear. This allows or a variety o gear ratios and the reversal o the rotation direction without the need or moving gear wheels or gearshif sleeves.
The torque conversion and rpm conversion takes place corresponding to the lever ratios or the ratio o the number o teeth o the driven to the driving gear wheels and is designated as the gear ratio "i". With several planetary gear sets connected behind each other, the overall ratio is given by the multiplication o part ratios. I two components o a single planetary gear set are rigidly connected to each other, then this is locked and rotates as a closed unit.
Advantages o a planetary gear set: Shifing ability under load Several ratios can be produced Constant meshing o the gears Simple direction reversal High efficiency Coaxial location o input and output Compact design •
•
•
•
•
•
•
32
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Planetary gear set
P27.50-2191-00
Planetary gear set a
Planetary gear
b
Planet carrier
c
Ring gear
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
33
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Multidisk clutch Multidisk clutch This is used to create a rictional connection or transerring the drive torque between: Two elements o a planetary gear set One element each rom two planetary gear sets •
•
A multidisk clutch consists o a number o internally toothed plates on an internal plate carrier and externally toothed plates on an externally toothed plate carrier. Double-sided disks are used on multidisk clutches K81, K38 and K27. The coated disks o multidisk clutches K38 and K27 are located on the internal plate carrier. Multidisk clutch K81 is in the inverted position with the coated disks in the external plate carrier.
P27.51-2105-00
Multidisk clutch 4
Transmission housing
F
Multidisk clutch K27
D
Multidisk clutch K81
d
External plate
E
Multidisk clutch K38
e
Internal plate
34
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Multidisk brake Multidisk brake The multidisk brake supports itsel against the transmission housing to transer the drive torque. The ollowing elements o a planetary gear set can be supported against the transmission housing: Ring gear Sun gear Planet carrier
A multidisk brake consists o several internally toothed plates on an internal plate carrier and externally toothed plates on an external plate carrier. The external plate carrier is permanently connected to the transmission housing. Double-sided disks are used on the multidisk brakes.
•
•
•
P27.51-2106-00
Multidisk brake 4
Transmission housing
A
Multidisk brake B08
B
Multidisk brake B05
C
Multidisk brake B06
d
External plate
e
Internal plate
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
35
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Park pawl Park pawl The park pawl gear, the electrohydraulic components and park pawl mechanism are located in the rear part o the transmission housing. Their task is to secure the vehicle mechanically, in addition to the parking brake, in order to prevent it rom rolling away. In selector lever position "P", the park pawl cone moves between the park detent and pilot bushing. As a result the park detent is pressed against the park pawl gear. I the tooth o the park detent does not engage in a tooth space when the vehicle is stationary, but rather touches a tooth o the park pawl gear, the park pawl cone is pre-tensioned by the spring behind the park pawl cone and positioned ready or operation. When the park pawl gear turns urther, the park detent engages in the next tooth gap. To prevent damage due to incorrect operation, the intervals between the tooth gaps are such that the park detent can only engage when the vehicle is stationary or crawling at low speed. I the vehicle moves aster, the park detent is deflected by the oblique suraces o the teeth and cannot engage. The part detent spring keeps the park detent away rom the park pawl gear in gear ranges "R", "N", "D1 to D9".
36
Park pawl control There is no mechanical connection whatsoever between the park pawl components o the transmission and the DIRECT SELECT lever (park-by-wire). The park pawl is engaged and disengaged purely by electrohydraulic means, either through actuation o the DIRECT SELECT lever or depending on various actors such as opening o the driver door, the drivetrain entering an operational status or removal o the ignition key. Park pawl position sensor The park pawl position sensor is used to monitor the position o the park pawl piston (position P and position Not P). The position o the park pawl piston is recorded by a linear Hall sensor. The sensor element or the sensor is a permanent magnet which is clipped onto the piston rod.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Park pawl
P27.00-2388-00
Automatic transmission rom lef rear (park pawl engaged) 9
Park pawl gear
9c
Park pawl cone
9a
Park detent
9d
Park detent spring
9b
Pilot bushing
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
37
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Park pawl control
P27.19-2623-00
Components o EHS with park pawl control 11s
Permanent magnet
Y3/8
Fully integrated transmission controller unit
Y3/8s4
Park pawl position sensor
38
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Park pawl control
P27.60-3649-00
Electrohydraulic park pawl actuation 11
Piston housing
11h
"P" pressure chamber
11a
Catch spring
11i
Spring retainer
11b
Park pawl lif solenoid electrical connector
11j
Park pawl cone
11c
"P" locking contour
11k
Link rod
11d
Notched lever
11l
Pretensioning spring
11e
Locking contour "Not P"
11m
Piston rod guide
11
Piston rod
Y3/8l1
Park pawl lif solenoid
11g
Notched lever release pin
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
39
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Park pawl control Park pawl shif position "P" When the driver shifs the DIRECT SELECT lever to gear range "P", the pressure in pressure chamber "Not P" is released. At the same time, the ully integrated transmission control unit energizes the park pawl lif solenoids. This lifs the notched lever out o locking contour "Not P" against the spring orce o the catch spring and thus prevents the "mechanical locking" o the piston rod. Due to the spring orce o the pretensioning spring, the piston rod, which is coupled to the link rod, is pressed towards the park pawl gear and the park pawl cone is moved between the pilot bushing and park detent. The rising profile o the park pawl cone raises the park detent and presses it against the park pawl gear. I the tooth o the park detent does not engage in a tooth space when the vehicle is stationary, but rather touches a tooth o the park pawl gear, the park pawl cone is pre-tensioned by the spring o the link rod and positioned ready or operation. When the park pawl gear turns urther, the park detent engages in the next tooth gap. When the park pawl is in position "P", the ully integrated transmission control unit terminates the energization o the park pawl lif solenoid.
40
When deenergized, the park pawl lif solenoid alls back into its initial position and no longer applies any pressure to the notched lever. This is pressed into locking contour "P" by the spring orce o the catch spring and thus locks the piston rod.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Park pawl control Park pawl shif position "Not P" I the driver shifs out o gear range "P" into "R", "N" or "D", the park pawl is moved against the spring orce o the pretensioning spring towards shif position "Not P" through the application o pressure to pressure chamber "Not P". This takes place afer the notched lever is raised against the orce o the catch spring through energization o the park pawl lif solenoid, thus opening the mechanical lock. I there is a sufficiently high working pressure, the park pawl is only held in position "Not P" by the hydraulic pressure. There is no contact between the piston rod and notched lever in the axial direction. The piston rod only moves against the catch due to the orce o the pretensioning spring i the pressure reduces (pretensioning spring orce > hydraulic pressure) or i there is a complete pressure drop. The condition "Not P" is then maintained by the "mechanical lock".
Actuation o park pawl shif position "P" in the event o deective park pawl lif solenoid I the park pawl lif solenoid cannot be actuated or is deective, the mechanical lock o the notched lever is released by the notch lever release pin. The notched lever release pin is actuated hydraulically by the application o pressure to pressure chamber "P". As a result, the notched lever is raised out o locking contour "Not P" o the piston rod and the park pawl is engaged by the spring orce o the pretensioning spring.
In shif position "Not P", the park pawl cone is positioned in ront o the park detent and the park pawl gear can turn reely. The park pawl lif solenoid is actuated in pulses to minimize power loss in the ully integrated transmission control unit. The solenoid is actuated by the ully integrated transmission control unit or electronic ignition lock control unit i the on-board electrical system voltage is interrupted. The time period during which the ully integrated transmission control unit energizes the park pawl lif solenoid is generally measured to ensure that the piston rod reaches its new position beore the energization is stopped.
b Note
Emergency engagement o park pawl When the park pawl lif solenoid is intact, the electric transmission oil pump opens the park pawl (Not P) hydraulically with the combustion engine off. Engagement is carried out mechanically by means o a spring. I the park pawl lif solenoid is deective, the actuator is released by the notch lever release pin but only rom position "Not P" towards "P". I the lif solenoid is deective, it is not possible to shif rom position "P" to "Not P" i.e. there is no longer an emergency release unction.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
41
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Park pawl control
P27.60-3651-00
Electrohydraulic park pawl actuation (park pawl engaged) 9a
Park detent
11k
Link rod
9d
Spring
11l
Pretensioning spring
11c
"P" locking contour
11m
Piston rod guide
11d
Notched lever (locked)
11o
Pilot bushing
11e
Locking contour "Not P"
11p
Pressure chamber "Not P"
11
Piston rod
11q
Piston
11g
Notched lever release pin
11r
Catch spring
11j
Park pawl cone
Y3/8l1
Park pawl lif solenoid
42
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Transmission oil cooling Transmission oil cooling Transmission oil cooling lowers the temperature o the transmission oil and thus prevents overheating damage in the transmission.
At a transmission oil temperature > 90 °C, the transmission oil thermostat opens completely and the transmission oil flows through the transmission cooler, beore it flows back through the return line to the transmission.
The transmission oil is suctioned out o the oil pan by a mechanical pump in the transmission and pumped to the transmission oil thermostat via the eed line. At a transmission oil temperature <70 °C, the transmission oil thermostat directs all o the transmission oil back to the transmission via the return line.
P27.55-2201-00
Cooling circuit I
Transmission cooler
Transmission oil eed line
J
Transmission oil thermostat
g
Transmission oil return line
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
43
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Electric transmission oil pump Electric transmission oil pump The electric transmission oil pump has the ollowing tasks: Support the working pressure supply (boosting) Support cooling and lubrication Provide start/stop capability Emergency engagement and emergency release o park pawl •
•
•
•
Support the working pressure supply (boosting) When there are increased flow rate requirements (e.g. during shif operations), the electric transmission oil pump supports the mechanically driven primary pump according to demand. The additional flow rate provided by the electric transmission oil pump counteracts working pressure dips as a result o undersupply in these situations. Support cooling and lubrication The electric transmission oil pump is actuated according to demand in the event o high cooling and lubrication requirements in order to provide additional flow rate. Due to the possibility o providing additional flow rate according to demand, it was possible to make the primary oil pump significantly smaller and thus reduce CO₂ emissions.
Provide start/stop capability When the combustion engine is switched off during the stop phase, the electric transmission oil pump provides the basic pressure level and thus keeps the hydraulic ducts o the electrohydraulic control system and the piston chambers o the shif elements filled with oil. The electric transmission oil pump is operated on a current-controlled basis to supply the exact quantity required to compensate or the leakage o the electrohydraulic actuator. This orm o operation allows the power consumption o the electric transmission oil pump to be reduced to the bare minimum during start/stop operation. Emergency engagement and emergency release o park pawl When the park pawl lif solenoid is intact, the electric transmission oil pump activates the park pawl (Not P) hydraulically with the combustion engine off. Engagement is carried out mechanically by means o a spring. I the park pawl lif solenoid is deective, the park pawl actuator is released hydraulically. In this case, a request is made to the electric transmission oil pump i the combustion engine is off. Emergency release/emergency engagement is only possible towards "P" but not rom "P" to "Not P". The oil eed to the electric transmission oil pump takes place via a separate filter integrated in the oil pan. The transmission oil drawn in is ed by the electric transmission oil pump into the working pressure duct o the electrohydraulic control system.
b Note
During operation o the electric transmission oil pump alone, a check valve prevents leakage via the s tationary oil pump.
44
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Electric transmission oil pump
P27.57-2039-00
Cover/shif valve housing M42
Electric transmission oil pump
Y3/8
Fully integrated transmission controller unit
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
45
s t n e n o p m o c m e t s y S
s t n e n o p m o c m e t s y S
Oil pan and oil filter Oil pan with oil filter The plastic oil pan holds the ollowing components: The oil filter or the primary pump The oil filter or the electric transmission oil pump The two magnets or metallic wear debris •
•
•
P27.56-0001-00
Oil pan with oil filter 10
Oil pan
10c
Magnet or metallic wear debris
10a
Primary pump oil filter
10d
Electric transmission oil pump oil filter
10b
Magnet or metallic wear debris
46
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Flashing Implementation Certain vehicle data have been transerred rom the DVD (installability inormation and evaluation algorithm) to a central system o Daimler AG. An online connection to a server operated by the manuacturer is required in order to flash and code emissions-relevant control units. Without an online connection, the emissions-relevant data o a control unit may not be modified. This means that, beore a control unit is updated via the central server, the data which may be transerred to the control unit must first be determined. The flashware or coding data (useul data) may be provided via the diagnostic tester or server provided that the possibility o manipulated useul data being transerred to a unctioning control unit is ruled out.
Xentry Flash application Xentry Flash provides support or: Coding and programming with online processes Initial startup and programming o control units ("flashing") Sofware Calibration Number (SCN) coding and entry o equipment codes or vehicle retrofits and vehicle conversions •
•
•
The Xentry Flash processes operate much more quickly and conveniently or networked workshops. The programming and coding take place automatically and the user merely has to confirm the operation steps on the relevant screens. Advantage: Increased security and direct customer benefit through reduced waiting times. Workshops without an online connection cannot use these processes without interruption and also need more support and more time. More inormation can be ound in the Xentry Flash process description and also on the INFO inormation system on the Star Diagnosis system and in the Support Tool on the Xentry Kit system.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
47
n o i t a m r o f n I e c i v r e S
s l o o t l a i c e p S
Special tools
Drif Use
For mounting radial shaf sealing ring on drive shaf
MB number
W725 589 00 15 00
FG
27
Set
B
Category
Special Operations
Note
–
P58.20-2417-00
Support fixture Use
For holding transmission or assembly operations
MB number
W725 589 00 40 00
FG
27
Set
B
Category
Special Operations
Note
–
P58.20-2418-00
Removal and installation tool Use
For removing/installing oil pump in torque converter housing
MB number
W725 589 00 59 00
FG
27
Set
C
Category
Special Operations
Note
–
48
P58.20-2420-00
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Special tools
Adapter Use
For filling oil into automatic transmission
MB number
W725 589 00 90 00
FG
27
Set
B
Category
Basic Operations Compulsory/No Exemptions
Note
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
P58.20-2419-00
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s l o o t l a i c e p S
s r e w s n a d n a s n o i t s e u Q
Questions about the 9G-TRONIC 725.0 automatic transmission How is a sufficient oil supply or lubricating and cooling the mechanical and electrical transmission components provided? Here, a general distinction is made between oil supply by means o splash oil lubrication, oil supply via the primary pump and oil supply via the electric transmission oil pump: The splash oil lubrication serves primarily to lubricate the gear sets. The primary pump and electric transmission oil pump provide the hydraulic oil pressure or controlling the actuators and the park pawl. The electric transmission oil pump allows the start/stop unction to be used and additionally supports the primary pump e.g. at low engine speeds. •
•
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How is the park pawl engaged? The park pawl is completely integrated in the transmission housing and is actuated purely by electrohydraulic/ electrical means via the ully integrated transmission control unit. •
Is there a mechanical connection between the steering wheel gearshif buttons or DIRECT SELECT lever to the transmission? No, gear (range) selection takes place on a solely electric basis without a mechanical connection. •
What happens in the event o deects affecting the park pawl system or solenoids? In the event o deects affecting one o the solenoids, the corresponding gear is no longer engaged and it is possible to continue driving to the nearest Mercedes-Benz workshop. In the event o deects affecting the park pawl system, the system is designed to allow the park pawl to be engaged despite a deect. It is not possible to shif out o gear range "P" i the park pawl is deective. •
Are there magnets in the oil pan? Two magnets are installed in the oil pan. These have the task o collecting metallic wear debris. •
How is the oil level checked? The oil level is checked using the same overflow method as with the 7G-TRONIC 722.9 automatic transmission. •
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Questions about the 9G-TRONIC 725.0 automatic transmission Which transmission oil is used and can it be mixed with other transmission oils? The new golden-yellow GTL automatic transmission fluid may not be mixed with one o the older red (ATF134) or blue fluids (FE-ATF134). Nor may any o the older transmission fluids be used in the 9G-TRONIC 725.0 automatic transmission. Please also reer to the latest Mercedes-Benz Specifications or Operating Fluids (MB BeVo-ONLINE). •
What are the main differences compared to the 7G-TRONIC PLUS 722.9 automatic transmission? New patented gear set concept with 4 planetary gear sets and 6 actuators with reduced piston size or quicker, highly dynamic shif operations with maximum comort and excellent tooth efficiency. Well-balanced gear progression with 9 gears and a gear ratio spread o 9.15. Compact mechanical transmission oil pump with off-axis design and an electric transmission oil pump integrated into the EHS or start/stop operation.
What is the task o the working pressure pressure sensor? The working pressure pressure sensor measures the pressure in the eed line to actuator K38. The signal is used or adapting various algorithms e.g. or the no power in "D" adaptation and or reducing the working pressure. •
What is the new service flushing unction? The new service flushing unction can be used to operate (open) all solenoids o the EHS multiple times. This makes it possible to eliminate minor debris without removing the solenoids. •
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What are the important points regarding the new direct control system or the solenoids? The world's first direct control system or a torque converter automatic transmission allows leakage within the transmission to be significantly reduced. The new direct control system also means that the cleanliness requirements or working on the transmission are even stricter. •
What adaption types are there on the 9G-TRONIC 725.0 automatic transmission? The 9G-TRONIC 725.0 automatic transmission eatures the same standstill adaptation unction rom the 7G-TRONIC PLUS 722.9 automatic transmission. It is also possible to perorm standstill adaptation o the coupling point as on the current wet clutch o the 7G-TRONIC 722.9 Sport automatic transmission (AMG vehicles). This makes it possible to adapt the entire automatic transmission at a standstill or the first time. This eliminates the need or a time-consuming adaptation test drive. Certain boundary conditions must be met to carry out standstill adaptation. Star Diagnosis guides you through the entire adaptation process.
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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s r e w s n a d n a s n o i t s e u Q
x e n n A
Abbreviations ATF Automatic Transmission Fluid
M Manual transmission mode
CAN Controller Area Network
N Neutral gear range
CO₂ Carbon dioxide
P Park gear range
D Gear range D
R Reverse gear range
E Economy transmission mode
S Sport transmission mode
EHS Electrohydraulic actuator
VGS Fully integrated transmission control
EMV Electromagnetic compatibility (EMC)
WIS Workshop Inormation System
GTL Gas-to-Liquids
WÜK Torque converter lockup clutch
LIN Local Interconnect Network
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Index C Centriugal pendulum 7, 30, 31 Control pressure 12 D DIRECT SELECT lever 9, 23, 26, 36, 40, 52 E Emergency-P 28 G Gear indicator 9, 26, 27
S Shif operation 23 Shif pressure 12, 14 Shif valve housing 15, 17 T Torque converter 5, 7, 9, 12, 16, 22, 29, 30, 31, 54 Torque converter lockup clutch 7, 9, 12, 16, 22, 31, 54 Transmission cooler 12, 43 Transmission mode display 9 W Working pressure 9, 12
L Limp-home mode 28 Lubricating pressure 9, 12, 16, 17 M Multidisk brake 7, 9, 10, 12, 16, 21, 22, 35 Multidisk clutch 7, 10, 12, 21, 22, 34 O Oil pump 7, 12, 25 P Park pawl 7, 9, 12, 16, 36, 37, 38, 39, 40, 41, 42 Planetary gear set 7, 21, 22, 32, 33 R Rpm sensor 19, 20
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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x e n n A
Space or notes
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
Space or notes
System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –
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Space or notes
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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –