9g tronic.pdf

Automatic transmission 9G-TRONIC 725.0 System description

– This printout will not be recorded by the update service. Status: 06 / 2013 –

Mercedes-Benz Service

System description Automatic transmission 9G-TRONIC 725.0

Daimler AG · Technical Inormation 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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Inormation and copyright Product Portolio You You can also find comprehensive inormation on our complete product portolio 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 customer.support@daimler.com .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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System description | Automatic transmission 9G-TRONIC 725.0 – This printout will not be recorded by the update service. Status: 06 / 2013 –

Contents Preace

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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 inormation 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 Inormation Flashing

47

Special tools Special tools

48

Questions and answers Questions about the 9G-TRONIC 725.0 automatic transmission

50

Annex Abbreviations Index


52 53

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Preace 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 inormation 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 inormation is available in the Workshop Inormation System (WIS) and Xentry Diagnostics. WIS is updated continuously. Thereore, the inormation available there reflects the latest technical status o our vehicles.

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The system description provides initial inormation 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 inormation presented in this system description may thereore differ rom the more up-todate inormation ound in the WIS. All o the inormation relating to specifications, equipment and options are valid as o the copy deadline in June 2013 and may thereore differ rom the current production configuration.

Daimler AG Technical Technical Inormation and Workshop Equipment (GSP/OR)


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 interaces to the wiring harness in the vehicle to be minimized.

An increased service lie, reduced uel consumption and maximum shif comort 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 comort 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, centriugal 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


5

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

6


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


7



Block diagram 0 0 6 2 6 2 9 1 . 7 2 P

8


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


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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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Hydraulic diagram 0 0 2 9 3 2 0 0 . 7 2 P


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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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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 inormation. 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 perorms 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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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 thereore 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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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


15

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


M42


Y3/8y15


Y3/8b5

Pressure sensor

Y3/8y16

Multidisk brake control solenoid B08

Y3/8n1

Turbine wheel rpm sensor

Y3/8y17


Y3/8n2

Internal transmission rpm sensor

Y3/8y18


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.

16


Shif valve housing and valve block

P27.35-2013-00

Shif valve housing 17a

WÜK regulating valve

17g

Brake regulating valve B06

17b


17h

Not Park shif valve

17c

Clutch regulating valve K81

17i

Lubricating pressure shif valve

17d


17j

Lubricating pressure solenoid regulating valve

17e


17k

Working pressure regulating valve

17


17l

Lubricating pressure regulating valve


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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 centriugal oil cover filling)

15c

Park/Not Park shif valve

18


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


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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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Power transmission/power flow Transer o torque The engine torque is transerred rom the crankshaf to the torque converter, the downstream automatic transmission and via the rear axle differential to the drive wheels. Power is transerred 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 transer 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: •

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Sun gear Planetary gears Planet carrier Ring gear


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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


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


8

Planet carrier

P3


18

Drive shaf

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


22


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 transers the inormation 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 thereore produces a lower drive torque during orward and reverse travel. This results in more economical and comortable 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 deault 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. •

•


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


Oil supply

P27.57-2037-00

Oil pump (primary pump) 3

Drive chain

13

Oil pump

4

Transmission housing

18

Drive shaf


25

s m e t s y s b u S

s m e t s y s b u S

Driver inormation 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 inormation 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


Driver inormation

P54.33-2908-00

Instrument cluster displays A1e58

Engine diagnosis indicator lamp

A1p13

Multiunction display

A1p12

Gear indicator

A1p16

Transmission mode display


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 sae 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


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 centriugal 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.


29

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 centriugal 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

Centriugal pendulum

1k

Rivet

1e

Disk pack

18

Drive shaf (transmission)

1

External plate carrier

30


Torque converter lockup clutch Torque converter lockup clutch (WÜK) with centriugal 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 centriugal 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 comort 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 Centriugal 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 centriugal 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.


31



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


Planetary gear set

P27.50-2191-00

Planetary gear set a

Planetary gear

b

Planet carrier

c

Ring gear


33



Multidisk clutch Multidisk clutch This is used to create a rictional connection or transerring 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


F


D


d

External plate

E


e

Internal plate

34


Multidisk brake Multidisk brake The multidisk brake supports itsel against the transmission housing to transer 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


A

Multidisk brake B08

B

Multidisk brake B05

C

Multidisk brake B06

d

External plate

e

Internal plate


35



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 suraces 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.


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


37



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


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


39



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.


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 deective park pawl lif solenoid I the park pawl lif solenoid cannot be actuated or is deective, 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 beore 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 deective, the actuator is released by the notch lever release pin but only rom position "Not P" towards "P". I the lif solenoid is deective, it is not possible to shif rom position "P" to "Not P" i.e. there is no longer an emergency release unction.


41



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


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, beore 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


43



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 deective, 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



P27.57-2039-00

Cover/shif valve housing M42


Y3/8

Fully integrated transmission controller unit


45



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


Flashing Implementation Certain vehicle data have been transerred rom the DVD (installability inormation and evaluation algorithm) to a central system o Daimler AG. An online connection to a server operated by the manuacturer 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, beore a control unit is updated via the central server, the data which may be transerred to the control unit must first be determined. The flashware or coding data (useul data) may be provided via the diagnostic tester or server provided that the possibility o manipulated useul data being transerred 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 inormation can be ound in the Xentry Flash process description and also on the INFO inormation system on the Star Diagnosis system and in the Support Tool on the Xentry Kit system.


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


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

–


P58.20-2419-00

49

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. •

•

•

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 deects affecting the park pawl system or solenoids? In the event o deects 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 deects affecting the park pawl system, the system is designed to allow the park pawl to be engaged despite a deect. It is not possible to shif out o gear range "P" i the park pawl is deective. •

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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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 reer 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 comort 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. •

•

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 perorm 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.


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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 Inormation System

GTL Gas-to-Liquids

WÜK Torque converter lockup clutch

LIN Local Interconnect Network

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Index C Centriugal 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


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x e n n A

Space or notes

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Space or notes


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Space or notes

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9g tronic.pdf

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