SSP_291_d2.pdf

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SSP291 6-speed Automatic Gearbox 09G
Planetary gear/gear shifting
components
K3 K1 B1
F
B2
K2
291_032
The Lepelletier planetary gear set concept is used in
the 09G planetary gear.
The clutches have a dynamic pressure equalisation
feature which provides control response
independent of engine speed.
Clutches K1, K2 and K3 transmit the engine torque
to the planetary gear. Brakes B1 and B2 and the
freewheel multiply the engine torque at the
gearcase.
All clutches and brakes are activated indirectly by
the electrical pressure control valves.
Thanks to the special design of the Lepelletier
planetary gear train, only fix shifting components
are required to select the six forward gears and
reverse gear.
The gear shifting components (clutches/brakes)
allow gear-shifting under load without any
interruption in engine drive power.
The freewheel F, likewise a gear shifting
component, is positioned parallel to brake B2.
During automatic operation, the freewheel assumes
the function of B2. Freewheel F simplifies
electrohydraulic gearshift control when selecting
gears and while shifting from first to second or
second to first.
The five gear shifting components are:
– three planetary multi-plate clutches
K1, K2 and K3
– two fixed plate brakes
B1 and B2
Reference
You can find further details in SSP 283
(from page 50) and in the multimedia
training course "Power Transmission 2".
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Gearbox subassemblies
Components - planetary gears/shifting
components
WK
P1 K1 B1
F
B2
K2
P2
PT2
S2
S3
291_031
PT1
H1
S1
H2
P3
Schematic representation of
diagram section with grey background 291_031
F
B2 K2
B1
WK
H2
K3
P2
K1
PT2
PT1
H1
S2
P3
P1
S1
S3
291_107
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Primary planetary gear train
Component:
connected to:
P1 - planetary gears 1
power transmission in planetary gear train
S1 - sun gear 1
fixed
PT1 - planet carrier 1
clutches K1 and K3
Secondary planetary gear train
Component:
connected to:
H2 - ring gear 2 output
P2 - planetary gears 2, long power transmission in planetary gear train
P3 - planetary gears 3, short power transmission in planetary gear train
S2 - sun gear 2, large
clutch K3/brake B1
PT2 - planet carrier 2
clutch K2/brake B2/freewheel F
Clutches, brakes, freewheel
Component:
connected to:
K1 - clutch 1
Planet carrier PT1 (primary gear train) is connected to small
sun gear S2 (secondary gear train).
Engaged in first, second, third and fourth gear.
K2 - clutch 2
Turbine shaft (input) is connected to planet carrier PT2 of the
secondary planetary gear train.
Engaged in fourth, fifth and sixth gear.
K3 - clutch 3
Planet carrier PT1 (primary gear train) is connected to large
sun gear S2 (secondary gear train).
Engaged in third, fifth and reverse gear.
B1 - brake 1
Holds in place the large sun gear S2 (secondary gear train).
Engaged in first gear (with engine brake) and reverse (R) gear.
B2 - brake 2
Holds in place planet carrier PT2 (secondary gear train).
Engaged in first gear (with engine brake) and reverse (R) gear.
F - eewheel
Holds in place planet carrier PT2 (secondary gear train) in the opposite
direction to the engine.
Is used for accelerating in first gear (not as engine brake).
Converter lock-up clutch
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H1 - ring gear 1
turbine shaft (input)/clutch K2
S3 - sun gear 3, small
clutch K1
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Gearbox subassemblies
Hydraulic control
Valve body
The clutches and brakes (shifting components)
are controlled by the valve body by means of
hydraulically operated valves (so-called shift valves).
The shift valves are controlled by electromagnetic
valves, which in turn are activated by automatic
gearbox control unit J217.
The valve body houses the following components:
– the mechanically operated gear selector valve
– the hydraulically controlled switch valves
– two electrically controlled solenoid valves
(3/2-way valves)
– six electrically controlled pressure control valves
(modulating valves)
– two pressure switches (hydraulic pressure
sender) and
– the gearbox oil temperature sensor
In addition to the shifting components, the
valve body controls the torque converter lock-up
clutch and regulates the various pressures inside
the gearbox (e. g. primary pressure, control
pressure, torque converter pressure and lubricating
pressure). It is to a large extent responsible for oil
supply, and therefore proper operation of the
gearbox.
Automatic gearbox control unit J217
Valve body
291_053
291_037
Automatic gearbox
hydraulic pressure
sender -2- G194
(pressure switch)
N91
N93
N89
Shift solenoids
OPEN-CLOSE valves
N88
Electronic pressure
control valves (EDS)
N92
Automatic gearbox
hydraulic pressure
sender -1- G193
(pressure switch)
N282
N283
Gear selector valve
N90
Installation location for gear-
box oil temperature sensor G93
(component part of wiring
harness)
291_039
Bottom view of valve body
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N89
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Electromagnetic valves
In the case of electromagnetic valves, a distinction
is made between shift solenoids with two switch
positions (OPEN-CLOSE) and electrical pressure
control valves (referred to as EDS or modulating
valves).
The electronic pressure control valves (EDS)
convert an electrical current to a proportional
hydraulic control pressure.
Two types of EDS valve are installed.
The shift solenoids (N88/N89) are so-called
3/2 valves or OPEN-CLOSE valves.
3/2 valve means the valves has 3 terminals and
2 switch positions (open/closed or OPEN-CLOSE).
The shift solenoids are used for switching the
hydraulic valves.
EDS valves with a rising characteristic curve
increase the pilot pressure (P) with rising control
current (I) - deenergised - zero pilot pressure
(0 mA = 0 bar).
EDS valves with a falling characteristic curve reduce
the pressure with rising pilot current - deenergised -
max. pilot pressure.
EDS with rising characteristic
curve
Shift solenoids
OPEN-CLOSE valves
N91
N93
N89
N88
N92
291_122
N282
EDS with falling characteristic
curve
N283
N90
291_039
291_121
Effects of fault:
If the self-diagnosis detects a faulty electro-
magnetic valve, the emergency mode will usually be
activated. You can find more information about the
emergency mode on page 70. Electrical and
mechanical faults have very different effects due to
the complexity of the electrohydraulic control
system.
They may affect for instance only the faulty system
in question (e.g. the torque converter lock-up clutch
in the case of N91), but can also lead to activation of
the emergency mode if safe operation can no
longer be guaranteed.
If the EDS N93 fails, the gearbox operates at
maximum system pressure. This can result in harsh
engagement when shifting from P or N to D/S or R
and during all gearshifts.
If the EDS N91 fails, the torque converter lock-up
clutch cannot be activated and therefore remains
open.
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N89
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