6hp19 26 PDF

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Functional Descriptions
Automatic-Transmission
6HP19
6HP26
6HP32
Page -001 / Functional description 6HP26
ZF Getriebe GmbH Saarbrcken

Dept. MKTD
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Introduction / note
This brief technical description is intended to supply the necessary technical information on the
components, construction and function of the automatic transmission.
Information status:
June 01
For amendments and additions to the technical data, please refer to the latest Technical After-Sales
Service information.
Reproduction, duplication or translation either wholly or in part are not permitted unless the authors' written
permission has been obtained.
6HP19 automatic transmission
Functional description 6HP26

Page 002
ZF Getriebe GmbH
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6HPxx Functional Description - Contents
Item
Page
Introduction / note
Contents
Coloured sectioned diagram - 6HP19
Key to coloured sectioned diagram - 6HP19
Brief description - general
Lepelletier planetary gear set
-- single-web planetary gear train
-- double planetary gear train
Description of individual components
-- Hydrodynamic torque converter (operating principle )
-- 6HP26 torque converter (sectioned diagram) without / with torsional vibration damper
-- Converter lock-up clutch (2 GWK + torsional vibration damper)
* Hydraulic flow in converter (lock-up clutch (WK) open)
* Hydraulic flow in converter (WK closed)
-- Oil pump
-- Shift elements
* Clutches / brakes / sectioned drawings
* Clutch - sectioned drawings
* Action of shift elements
-- Shift overlap control
-- Parking lock
* mechanical version
* electrical version
2
3
4
5
6
7
7
8
11
11
12
14
15
16
17
18
18
19
20
21
22
22
23
Transmission control area

-- Control elements and overview of shift system - E and M shift
25
25
-- Description of gears / power flow, 1st to 6th gear + Reverse

-- Hydraulic circuit diagram ( DIN ) (valve geometry, M / E shift)
33
49
-- Hydraulic and electronic (Mechatronik) control units

* General ( ESD protection)
* Sectioned diagrams of individual components (M and E shift)
* Brief description of valves
* Description of solenoid valves, pressure regulator
* Position of pressure unions
* Threaded connections on components
* Electronic module (electronic control unit)
* Mechatronik block circuit diagrams
-- Technical data - 6HP19, 6HP26, 6HP32
51
52
59
69
71
72
76
78
81
85

Page 000
ZF Getriebe GmbH
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6HP 19 automatic transmission
Fuctional Description 6 HP 26
Page 004
Compiled by ZF Getriebe GmbH

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Key to coloured sectioned diagram 6HP19
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Turbine
Converter lock-up clutch piston
Stator
Torque converter
Converter cover
Pump
Transmission housing
(With integral converter dome and extension)
Oil pump
(half-moon pump version)
Front single planetary gear set
Clutch
"A"
Clutch
"B"
Clutch
"E"
Brake
"C"
Brake
"D"
Rear double planetary gear set
Output flange
Oil filler plug
Output speed sensor
Pressure regulating valves
Oil pan
Magnet
Oil mesh strainer
Hydraulic control unit
(Mechatronik)
Turbine speed sensor
Suction pipe to oil strainer

Page 005
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Brief description - general
The ZF 6HP26 automatic transmission has been developed for vehicles with an engine torque of up to 600
Newton-metres (Nm ).
To match the installed position of the engine, the automatic transmission is also arranged longitudinally.
It uses the planetary gear train principle, with hydraulic-electronic control; the hydraulic and electronic
control units form a composite element that is installed as a single unit inside the automatic
transmission and referred to as "Mechatronik".
A new feature is decoupling of the transmission when the vehicle is at a standstill, that is to say
instead of the engine remaining connected to the converter and the vehicle being prevented from moving by
applying the brake, the converter is disconnected and only a minimum rotating load remains. This has the effect
of further reducing fuel consumption. The electronic transmission control uses a newly developed shift strategy
known as "A S I S" (Adaptive Shift Strategy).
For this, please refer to the separate functional description.
The 6HP26 automatic transmission is about 13 % lighter than the previous 5-speed unit, accelerates 5 %
faster and uses about 7 % less fuel.
It also contains fewer components:
o
o
5-speed transmission app. 660 parts

6-speed transmission app. 470 parts
The 6-speed automatic transmission is 5 centimetres shorter than the 5-speed transmission.
Engine power reaches the transmission via a hydrodynamic torque converter with integral converter lock-up
clutch.
The input torque limits are:
6HP19 max. torque:
6HP26 max. torque:
6HP32 max. torque:
420 Nm
600 Nm
750 Nm
The 6 forward gears and 1 reverse gear are obtained from a single-web planetary gear set followed by a
double planetary gear set.
Using these Lepelletier-type gear sets, it was possible to obtain 6 forward speeds.
The single-web planetary gear set consists of:

1
4
1
1
sunwheel
planetary gears meshing with it
planetary gear carrier
ring gear or annulus
The following double planetary gear set consists of:

2
3
3
1
1

Page 006
sunwheels of different sizes

short planetary gears meshing with them
long planetary gears meshing with them
planetary gear carrier
ring gear or annulus
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Single-web planetary gear set
Baffle plate A
Ring gear 1
Cylinder
Planetary gear 1
Sunwheel 1
Turbine shaft
Planetary gear spider
Page 007

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Rear double planetary gear set
Planetary gear
spider Brake D
Ring gear 2
Planetary gears (short)
Output
Sunwheel 2
Clutch A
Sunwheel 3
Clutch B

Clutch E
Double planetary gears (long)
Page 008

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Single-web planetary gear set
Gear set
Ring gear 1
Outer plate carrier,
clutch E
Turbine shaft
Rear double-web planetary gear set
Inner plate carrier,

brake D

Page 009
Double gear set
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Gear ratios
The ratios for the various gears are obtained by diverting the incoming torque through various elements of the
planetary gear train and braking other elements.
Output is always via the ring gear of the second, downstream planetary gear set.
See also description of power flow.
The mechanical gear ratios are:
Gear:
1st
2nd
3rd
4th
5th
Ratio:
4.171
2.340
1.521
1.143
0.867
6th
Rev.
0.691
3.403
Schematic diagram of 6HP26 / 6HP32 transmission

Page 010
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Description of individual components
The hydrodynamic torque converter
Converter operating principle

The torque converter consists of the impeller, the turbine wheel, the reaction element (stator) and the oil
content needed to transmit the torque.
The impeller, which is driven by the engine, imparts a circular flow to the oil in the converter.
This oil strikes the turbine wheel, which causes the flow to change its direction.
The oil flows out of the turbine wheel close to the hub and strikes the stator, where its direction is changed
again to a direction suitable for re-entering the impeller.
The change in direction at the stator generates a torque reaction that increases the torque reaching the turbine.
The ratio between turbine and impeller torque is referred to as torque multiplication or conversion.
The greater the difference in speeds of rotation at the impeller and turbine, the greater the increase in torque;
The maximum increase is obtained when the turbine wheel is stationary. As turbine wheel speed increases,
the amount of torque multiplication gradually drops.
When the turbine wheel is rotating at about 85 % of the impeller speed, torque conversion reverts to 1,
that is to say torque at the turbine wheel is no higher than at the impeller.
The stator, which is prevented from rotating backwards by a freewheel and the shaft in the transmission
housing, runs freely in the oil flow and overruns the freewheel. From this point on, the converter acts only
as a fluid coupling. During the torque conversion process, the stator ceases to rotate and bears against the
housing via the freewheel.
Turbine wheel
Impeller
From engine
To transmission
Situation when driving off

(stator does not rotate)
Leitrad
Intermediate situation
(stator does not rotate)
Situation in fluid-coupling
mode (stator rotates)

Page 011
n_T = 0
Vehicle standing still
n_T < n_P
n_T < n_P

Turbine wheel runs
slightly slower than
impeller
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6HP26 - torque converter

without torsional vibration damper
torque converter
pump
Turbine
wheel
Lined plate (converter

lock-up clutch)
Stator
Piston (converter
lock-up clutch)
Freewheel
Converter cover
Converter hub
Stator shaft
Turbine shaft
Converter journal
(location in flywheel)
Attachment to flywheel
Fuctional description 6HP26

Page 012
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6HP26 torque converter with torsional vibration damper
Upper half:
Lower half:
1
2
3
4
5
W 260 S - 2 GWK / TD
W 280 S - 2 GWK / TD
Space behind lock-up clutch

Lock-up clutch piston
n_mot
Lined plate of lock-up clutch
Torsional vibratiuon damper

Page 013
6
7
8
9
10
Converter cover
Turbine
Impeller
Stator
Stator freewheel
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Converter lock-up clutch
The converter lock-up clutch (WK ) is a device that eliminates slip in the torque converter and therefore
helps to keep fuel consumption to a minimum.
The WK is engaged and released by the control system. During the actuating phase, a slight difference is
selected between the impeller and turbine wheels. This transmits vibration caused by engine rotation
to the transmission, after it has been additionally suppressed by a torsional vibration damper.
This procedure ensures optimum shift quality and improves the noise pattern.
Pressure at the WK piston is determined by an electronic pressure control valve (EDS 6 ).
See also the oil flow diagram.
In accordance with the vehicle manufacturer's wishes, the lock-up clutch can be controlled and engaged in any
gear from 1 to 6. The standstill decoupling facility is new. Instead of the engine continuing to drive the
converter when the vehicle comes to a standstill (so that the foot has to be kept on the brake), the converter
is disconnected from the driveline so that only a slight residual load remains. This further reduces fuel
consumption. Decoupling is by actuating clutch A in the transmission, and is dependent on load and
output speed.
1
2
3
4
5
Space behind lock-up clutch

Lock-up clutch piston
n_mot
Lined plate of lock-up clutch
Torsional vibration damper

Page 014
6
7
8
9
10
Converter cover
Turbine
Impeller
Stator
Stator freewheel
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Hydraulic and mechanical flow in the converter
WK_auf
n_Mot > n_Turbine
When released (conversion mode), oil pressures

behind the lock-up clutch piston (1) and in the
turbine area (2) are equalised. The direction of
flow is through the turbine shaft and the area
behind the piston into the turbine area.
Oil flow, WK_released
System pressure from

main pressure valve
Reduced main
pressure
Lubrication
From electronic
transmission control

Page 015
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Hydraulic and mechanical flow in converter
WK_zu
n_Mot = n_Turbine
To engage the lock-up clutch (4) the direction

of oil flow in changed (reversed) by a valve
in the hydraulic control unit. At the same
time the space behind the lock-up clutch
piston (1) is vented.
Oil pressure extends from the turbine
area (3) to the lock-up clutch piston and
presses it against cover (5) (outer shell of
converter). This locks the turbine wheel (6)
by way of the lined disc between the piston
and the cover and enables the drive to pass
either without slip or with limited slip to the
planetary gear train in normal operating
conditions.
Oil flow
WK_engaged
System pressure from

main pressure valve
Lubrication
Reduced main
pressure
From electronic
transmission control

Page 016
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Oil pump (half-moon pump)
The oil pump is of "half-moon" pattern and delivers app. 16 sq. cm of oil per revolution.
It is located between the torque converter and the transmission housing.
The converter is supported in the pump by a needle roller bearing. The pump is driven directly from the
engine via the converter shell and supplies oil to the transmission and the hydraulic control unit.
The pump draws in oil through a filter and delivers it at high pressure to the main pressure valve in the
hydraulic control unit. This valve adjusts the pressure and returns excess oil to the oil pan.
Pump housing
Intermediate plate
Ring gear
Centring plate
Impeller
Stator shaft
Shaft sealing ring

Snap ring
Bearing
Intake port
Cord ring seal

To mesh filter
(oil intake pipe)

Page 017
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Shift elements
The other shift elements in addition to the converter lock-up clutch (WK) are:
-
three rotating multi-plate clutches A, B and E

two fixed multi-disc brakes C and D
All gear shifts from 1st to 6th or from 6th to 1st are power-on overlapping shifts, that is to say during
the shift one of the clutches must continue to transmit the drive at lower main pressure until the
other clutch is able to accept the input torque.
The shift elements, clutches or brakes are engaged hydraulically. The oil pressure is built up between the
cylinder and the piston, thus pressing the clutch plates together.
When the oil pressure drops, the cup spring pressing against the piston moves it back to its
original position.
The purpose of these shift elements is to perform in-load shifts with no interruption to traction.
Multi-plate clutches A, B and E supply power from the engine to the planetary gear train;
multi-disc brakes C and D bear against the transmission housing in order to achieve a torque reaction effect.
1
2
3
4
Multi-plate clutch B
Clutch cylinder B, outer plate carrier
Multi-disc brake C
Brake cylinder C, outer plate carrier

Page 018
5
6
7
Shaft key
Brake cylinder C, outer plate carrier
(bears against transmission housing)
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Example of multi-plate clutch (clutch E)
Clutch E is equalised in terms of dynamic pressure, that is to say its piston is exposed to the oil flow
on both sides, in order to prevent pressure build up in the clutch as the speed increases. This
equalisation process is achieved by baffle plate (1) and pressure-free oil supply via lubricating passage (2),
through which the space between piston and baffle plate is filled with oil.
The advantages of this dynamic pressure equalisation are:
-
1
2
3
4
5
6
reliable cluch engagement and release in all speed ranges

improved shift refinement
Lubricating oil passage

Turbine shaft
Main pressure supply to clutch E
Ring gear, planetary gear set 1
Cylinder E (outer plate carrier)
Piston E

Page 019
7
8
9
10
11
12
Cup spring
Clutch plate cluster
Baffle plate
Space for dynamic pressure equalisation
Inner plate carrier E
Space between piston and cylinder
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Action of shift elements
Gear set 1
(single)
Turbine shaft
Stator shaft
Ring gear 1
Fixed connection to
transmission housing
Gear set 2
(double)
Shaft key
Ring gear 2
Sunwheel 2
Sunwheel 3
Sunwheel 1
Planetary gear carrier
Output
Input
Double planetary gear carrier
Page 020

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Shift overlap control
When overlap gear shifts take place, freewheels are not used but are replaced by suitable actuation of the
relevant clutches (electronic-hydraulically). This enables both weight and space to be saved.
The electronic-hydraulic shift action is obtained by means of various valves in the hydraulic control unit,
actuated by pressure regulators.
They engage or disengage the relevant clutches or brakes at the correct moments.
The electronic control unit is combined with the hydraulic control unit and installed as a single unit in the
transmission (Mechatronik).
Schematic diagram of shift overlap control
Speed of
rotation
Engine speed
Speed of
rotation
Time
Pressure
Pressure-engaged clutch
Pressure
changes
Pressure-released clutch
Time
Torque
Output
Torque
changes
Clutch being
engaged
Regulating phase

Page 021
Clutch being
released
Load acceptance
Time
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Parking lock
General:
The parking lock is a device that prevents the vehicle from rolling away out of control. It is engaged when the
vehicle is standing still, either purely mechanically or electrically depending on the transmission version.
The mechanical version uses a wire cable from the selector lever unit in the vehicle to the
transmission.
The electrical version is engaged by a steering-wheel pushbutton (on the SZL = steering-wheel
switching centre) with a cable leading to the transmission.
The parking lock mechanism inside the transmission is as in previous versions.
The parking lock acts by inserting a pawl into the teeth of the parking lock gearwheel on the transmission
output shaft; this prevents the rear wheels from turning by way of the propeller shaft and rear-axle final drive.
1.) Mechanical version:
On the purely mechanical version, the parking lock is engaged at the vehicle's selector lever, which is
connected by a wire cable to the detent disc in the transmission.
1
2
3
4
Parking lock gearwheel

Connecting rod
Parking lock pawl
Guide plate

Page 022
5
6
7
8
Selector lever (gear shift lever)

Detent spring
Detent disc
Torsion spring
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2.) Electrical version:

On the electrical version, the parking lock is engaged by a mechanical spring system in the transmission and
secured electrically. All drive positions are also selected electrically. The detent disc in the transmission is
omitted, and replaced by a parking disc and lock cylinder with solenoid valve (MV3).
The parking lock is actuated by way of the position switch (hall-effect sensor) on the e-module.
Function:
When the park position is deselected, MV2 resets the parking lock valve in the hydraulic control unit.
The main pressure that is present there reaches the parking lock cylinder and pushes the piston back
to release the lock.
MV3 is energised and locks the piston additionally by means of the ball catches.
Connecting rod mount

Centering pin, transm.
housing/switch
Control unit
Parking lock disc

Parking lock cylinder
Wire cable mount on outside of transmission via detent disc shaft
When the park position is selected, MV3 is de-energised. The mechanical piston lock at the ball catches
is released and the piston is able to move.
In this situation, MV2 is also de-energised. The parking lock valve returns to its rest position and vents the
parking lock cylinder. The pre-tensioned torsion spring at the parking lock disc pulls the piston in the "park"
direction and engages the parking lock.
An additional wire cable at the parking lock disc can be used to release the parking lock manually in
certain situations (for instance an electrical failure in the emergency program).
Connecting rod mount

Centering pin, transm.
Parking lock disc
housing/switch
Wire cable mount on outside of transmission via detent disc shaft

Page 023
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Parking lock operating elements

The wire cable or linkage to the selector gate inside the vehicle is supplied by the vehicle manufacturer.
Detent spring
Detent disc
Selector lever:
Connecting wire cable for emergency release with E shift
Connecting wire cable to shift gate with M shift.
Selector lever pivot shaft
Wire cable attachment point

Page 024
Type plate
Attaching and adjusting the wire cable
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Transmission control area - BMW

Controls and gear shift display
There are various forms of control available for the 6-speed automatic transmissions.
They are as specified by individual customers and either electrically or mechanically operated.
The selector lever can be either on the centre console or on the steering column.
1.
Mechanical shift (BMW wiring)

*
*
*
*
Automatic transmission with Mechatronik

Digital Motor / Diesel Electronics (DME / DDE)
Car Access System (CAS) - a development of the electronic immobiliser (EWS)
With Steptronic, selector lever on centre console
Term. 15
Wakeup
DME
DDE
CAN High
CAN Low
Term. 30
Diagnosis
interface,
OBD/
BMW can
Diagnosis K line
Term. 31
Steptronic
2- pole wire
3- pole wire
Shift- Lock low side

Interlock low side
P- Sensor
CAS / EWS
Inter- / Shiftlock high-side
P / N signal, starter inhibit
Mechatronik
automatic
transmission
14- pole wire

Page 025
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Selector lever positions (location on centre console)
The selector can be used to obtain the following

gears mechanically.
Position / function
P = Park. Select only when vehicle is standing still.
Correct procedure:
First apply the handbrake, then select position P.
R = Reverse. Select only with the vehicle at a standstill and
the engine idling.
N = Neutral. With the car standing still, apply the handbrake
as well to prevent it from creeping forward. During the
journey, only select neutral in an emergency situation
in order to avoid a skid.
D = Drive. Automatic gear selection for forward travel in regular driving conditions. Shifts are automatic
between 1 - 6 / 6 - 1. To select specific gears, see "Tip" mode (M program).
Program selection:
The various programs are selected according to the position of the lever in the gate.
Three basic programs are available:
Blue, position (D)
Yellow, position (S)
Yellow, acc. to (+) or (-)
=
=
=
XE program (Adaptive Transmission Control AGS)

S program (Adaptive Transmission Control AGS)
Tip mode (manual selection)
M program
- manual
upshift
S program
M program
- manual
downshift

Page 026
XE program
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XE program (AGS)
Standard drive program in position D
The adaptive transmission control includes various driving

programs, for example:
-----------
Towing a trailer
Hillclimb and descent
Freeway (constant speeds)
City driving
Twisting roads etc.
These are selected automatically according to resistance to

movement, load and accelerator pedal movement speed;
depending on the driving situation, various shift characteristics
are made available.
S program (Sport program)

The S program is a performance-oriented program, in which the
shift characteristics are moved up to higher engine speeds.
The program is selected by moving the selector lever across to
the left gate plane but without moving it to (+) or (-).
Gears 1 - 6 and 6 - 1 are selected automatically.
M program (Tip mode) - manual selection

The M program a manual selection program activated when the
lever is moved to the left gate plane and then to either (+) or (-).
The car can be driven off in gears 1 - 3.
4th gear can be selected manually from app. 10 km/h,
5th gear can be selected manually from app. 35 km/h and
6th gear can be selected manually from app. 45 km/h.
Each movement to (+) causes a one-gear up-shift.
Each movement to (-) causes a one-gear downshift.

Page 027
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Controls and shift details

2.
Electric shift (BMW overview))
The system overview below describes the principal components

of the electric shift.
* Transmission with EGS (Mechatronik)
* Selector lever on steering column with SZL (switching centre)
* Instrument cluster
* Emergency mechanical release
The driver's gear shift requirement isobtained as an electrical signal from the selector lever or the buttons
on the multi-functional steering wheel, and transmitted by SZL via the CAN and a redundant serial line
to the transmission control unit (EGS).In the transmission the commands are implemented after taking
various peripheral conditions into account. The selected gear is displayed on the instrument cluster.
The parking lock is controlled electrically and activated when the ignition key is removed.
Instrument cluster with display
Key signal
n/ab, v
Redundance for
parking lock/EMF
EMF
(electromechanical
immobiliser)
Automatic transmission / Mechatronik
Selector lever on
steering column
CAS electronic
immobilizer
SZL
(steering-wheel
switching centre)
Emergency mechanical
release for parking lock
Driver's wish
P, R, N, D, S, +, Operation inside car
Shift position display
P, R, N, D, S, M1...M6
Shift-Lock reminder
Gong for reverse gear
Fault indications

Page 028
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Controls and shift details

3.
Electric shift (BMW wiring)

*
*
*
Transmission with EGS (Mechatronik)

Selector lever on steering column with SZL (steering column switching centre)
Car Access System CAS (development of EWS electronic immobiliser)
Diagnosis K-line
Term. 15
Wakeup
PT CAN
DiagnoseSchnittstelle
OBD / BMWDose
DME
DDE
ZGM
Central
Gateway Module
TxD
CAN High
CAN Low
K line
Steering-wheel switching
centre (SLZ)
SI bus
Term. 30
Selector lever on
steering column
Term. 31
2- pole wire
2nd serial data line
Mechatronik automatic transmission

P signal - starter inhibit
CAS
14 pole wire

Page 029
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1.
Symbols displayed in regular driving (not emergency run mode)
Position "P"- Park

Position P is not part of the actual gear shift
gate and is therefore shown on the instrument
panel display as a telltale lamp when it is
selected.
2.
Position "R"- Reverse

Steering wheel lever moved to R.
The R position display is highlighted when
reverse gear is engaged.
The position display is visible when the
ignition is on and if the transmission is
not in the P position.
3.
Position "N"- Neutral

Steering wheel lever moved to N.
The N position display is highlighted when
neutral is selected.
4.
Position "D"- Drive (normal forward travel)

Steering wheel lever moved to D.
The D position display is highlighted when

Page 030
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5.
Program selection
Position "D", S program (sport)

Press the S pushbutton om the multifunctional steering wheel.

The sport program is indicated by an
S telltale lamp on the instrument panel.
6.
Position "D"- manual selection program (Steptronic mode M1...M6)

Press the (+) or (-) button on the multifunctional steering wheel.

(+) = upshifts, (-) = downshifts
The sport program is shown by the
M1....M6 telltale lamps on the
instrument panel.

Page 031
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Symbols displayed in emergency run mode
Mechanical-shift transmission - emergency run with power available forwards

and CAN communication
The EGS controls the instrument panel
display. All arrows flash.
The R, N and D position lights remain on.
Position light D flashes alternately with
the other position lights.
Position "D" flashes

All arrows flash
Mechanical-shift transmission - emergency run in position P with CAN communication

The EGS controls the instrument panel
display. All arrows flash.
Position lights R, N and D remain on.
Position "P" is highlighted.
Position "P"
All arrows flash
Mechanical or electronic transnmission - emergency run without CAN communication

If the EGS fails completely or there is a
CAN bus fault, the instrument panel itself
controls the display.
All arrows flash.
Position lights R, N and D remain on.
The position display is switched off.
All arrows flash
When the ignition is switched on and the engine started, the gate pattern and transmission position "P" or
"N" will be displayed. All arrows are shown.
In transmission positions D or R only the arrow for the permissible shift direction is shown instead of
position "N".

Page 032
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Description of gears / power flow
Power flow in 1st gear
Shift elements:
Clutch
Brake
A
D
1st gear
Sun wheel 2
Sun wheel 3
Planetary gear, long
Turbine
shaft
Planetary gear, short
Input
1st gear
Output
Sun wheel
1 (stator shaft)
Ring gear 1
Ring gear 2

Page 033
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Description of 1st gear power flow
The turbine shaft drives the ring gear of the front, single planetary gear set and the outer plate carrier
of clutch "E".
Ring gear 1 drives the planetary gears that roll round fixed sunwheel 1.
This drives planetary gear spider 1 and also the outer plate carrier "A" and the inner plate carrier
of clutch "B".
When clutch "A" is engaged, sun wheel 3 in the double planetary gear set is driven; this meshes with
the short planetary gears.
The double planetary gear set bears against the transmission housing by way of brake "D". This enables
ring gear 2 (output shaft) to be driven in the same direction as the engine via the long planetary gears.
Gear set 1
(single)
Fixed connection to
Gear set 2
(double)
Shaft key
Ring gear 1
Ring gear 2
Turbine shaft
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Planetary gear
spider
Output

Page 034
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Power flow in 2nd gear
Shift elements:
Clutch
Brake
A
C
2nd gear
Sun wheel 2
Sun wheel 3
Turbine
shaft
Input
Output
Sun wheel
1 (stator shaft)
2nd gear
Ring gear 1
Ring gear 2

Page 035
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Description of 2nd gear power flow
of clutch "E".
Ring gear 1 drives the planetary gears that roll round fixed sunwheel 1.
This drives planetary gear spider 1 and also outer plate carrier "A" and the inner plate carrier
of clutch "B".
When clutch "A" is engaged, sunwheel 3 in the double planetary gear set is driven; this meshes with
Sunwheel 2 is locked to the transmission housing by brake "C".
The long planetary gears, which are meshed with the short planetary gears, roll round the fixed
sunwheel 2 and drive the double planetary gear spider and ring gear 2 in the direction of engine
rotation.
Gear set 1
(single)
Fixed connection to
Shaft key
Ring gear 1
Turbine shaft
Gear set 2
(double)
Ring gear 2
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Planetary gear
spider
Output

Page 036
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Power flow in 3rd gear
Shift elements:
Clutch
Clutch
A
B
3rd gear
Sun wheel 2
Turbine
shaft
Input
3rd gear
Output
Sun wheel
Ring gear 1
Ring gear 2

Page 037
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Description of 3rd gear power flow
of clutch "E".
Ring gear 1 drives the planetary gears, which roll round fixed sunwheel 1. This drives planetary gear
spider 1 and at the same time outer plate carrier "A" and the inner plate carrier of
clutch "B".
With clutch "A" engaged, sunwheel 3 in the double planetary gear set is driven; this meshes
with the short planetary gears.
Sunwheel 2 is driven via engaged clutch "B".
The long planetary gears, which are in engagement with the short ones, can not roll round fixed sunwheel 2
and drive the blocked double planetary gear carrier in the direction of engine rotation.
Gear set 1
(single)
Fixed connection to
Shaft key
Ring gear 1
Turbine shaft
Gear set 2
(double)
Ring gear 2
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Planetary gear
spider
Output

Page 038
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Power flow in 4th gear
Shift elements:
Clutch
Clutch
A
E
4th gear
Sun wheel 2
Sun wheel 3
Turbine
shaft
Input
4th gear
Output
Sun wheel
1 (stator shaft)
Ring gear 1
Ring gear 2

Page 039
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Description of 4th gear power flow
of clutch "E".
Ring gear 1 drives the planetary gears, which roll round fixed sunwheel 1. This drives planetary gear
spider 1 and at the same time outer plate carrier "A" and the inner plate carrier of
clutch "B".
With clutch "A" engaged, sunwheel 3 in the double planetary gear set is driven; this is in mesh with
The double planetary gear spider is driven via engaged clutch "E".
The long planetary gears, which are in mesh with the short ones, drive (together with the double
planetary gear spider) ring gear 2 in the direction of engine rotation.
Gear set 1
(single)
Fixed connection to
Gear set 2
(double)
Shaft key
Ring gear 1
Turbine shaft
Ring gear 2
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Output

Page 040
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Shift elements:
Clutch
Clutch
B
E
5th gear
Sun wheel 2
Sun wheel 3
Turbine
Input
5th gear
Output
Sun wheel
1 (stator shaft)
Ring gear 1
Ring gear 2

Page 041
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
of clutch "E".
Ring gear 1 drives the planetary gears, which roll around fixed sunwheel 1. This drives planetary
gear spider 1 and at the same time outer plate carrier "A" and the inner plate carrier of
clutch "B".
With clutch "A" engaged, sunwheel 3 in the double planetary gear set is driven;this is in mesh
with the short planetary gears.
The double planetary gear spider is driven via the engaged clutch "E" and sunwheel 2 via engaged
clutch "B".
The long planetary gears, which are in mesh with the short ones, drive (jointly with the double planetary
gear spider) ring gear in the direction of engine rotation.
Gear set 1
(single)
Fixed connection to
Shaft key
Ring gear 1
Turbine shaft
Gear set 2
(double)
Ring gear 2
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Output

Page 042
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Shift elements:
Brake
Clutch
C
E
6th gear
Sun wheel 2
Sun wheel 3
Turbine
shaft
Input
Output
6st gear
Sun wheel
1 (stator shaft)
Ring gear 1
Ring gear 2

Page 043
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
The turbine shaft drives ring gear 1 and the outer plate carrier of clutch "E".
Clutches "A" and "B" are released, so that the front planetary gear set has no effect.
Sunwheel 2 is locked to the transmission housing via brake "C", which is applied.
The double planetary gear spider is driven via engaged clutch "E", so that the long planetary gears
roll round fixed sunwheel 2 and ring gear 2 is driven in the direction of engine rotation.
Gear set 1
(single)
Fixed connection to
Gear set 2
(double)
Shaft key
Ring gear 1
Turbine shaft
Ring gear 2
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Output

Page 044
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Power flow in Reverse
Shift elements:
Clutch
Brake
B
D
Reverse
gear
Sun wheel 2
Sun wheel 3
Turbine
shaft
Input
Rev. gear
Output
Sun wheel
1 (stator shaft)
Ring gear 1
Ring gear 2

Page 045
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Description of Reverse gear power flow
The turbine shaft drives the ring gear of the single front planetary gear set and the outer plate carrier
of clutch "E".
Ring gear 1 drives the planetary gears, which roll round fixed sunwheel 1.
This drives planetary gear spider 1 and also outer plate carrier "A" and the inner plate carrier of
clutch "B".
When clutch "B" is engaged, sunwheel 2 in the double planetary gear set is driven; it is in mesh with the
long planetary gears.
The double planetary gear spider is locked to the transmission housing by brake "D". As a result,
ring gear 2 (output shaft) can be driven in the opposite direction to engine rotation by way of the
long planetary gears.
Gear set 1
(single)
Fixed connection to
Gear set 2
(double)
Shaft key
Ring gear 1
Turbine shaft
Ring gear 2
Sunwheel 2
Sunwheel 3
Stator shaft
Sunwheel 1
Input
Output

Page 046
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Pos / Gear
Solenoid / Regulator Valve Logic
Clutch-Logic
Clutch
Page 047
Brake

Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Pos / Gear
Solenoid / Regulator Valve Logic
Clutch-Logic
Clutch
Page 048
Brake

Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Hydraulic circuit diagram (E shift)
Page 049

Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Hydraulic circuit diagram (M shift)
Page 050

Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Mechatronik module
Hydraulic and electronic control units
General:
The Mechatronik module is a combination of hydraulic and electronic control units.
Both these modules are installed in the transmission, in the oil pan area.
This technical principle has the following advantages:
--minimum tolerances
--better coordination of gear shifts
--increased refinement
--optimised shift quality
--good reliability, since the number of plug connections
and interfaces is reduced
Converter
Pump
Intermediate plate
Centering plate

Page 051
Oil mesh strainer with suction

pipe (integral with oil pan)
Electronic module
Hydraulic module
Pressure regulator
Magnet
Oil pan
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
When working on the Mechatronik, for example during a repair, suitable safety
precautions must be taken, particularly against ESD.
Please refer to Standard DIN EN 100015 ESD manual issued by the Electronics Committee of the
German VDE / VDI Micro-electronics Society ( GME ).
Here are a few extracts of particular relevance:
The term ESD stands for Electrostatic Discharge.
The human body, if electrically charged but not properly earthed (grounded), moves in an electrostatic 'cloud'
and therefore endangers electronic components.
It is therefore essential to wear electrically conductive footwear and a closed protective outer garment.
Everyone must take precautions to avoid damage from electrostatic discharge:
when incoming goods are received

in the incoming goods test area
in production or repair shops and also when visiting the parts
store, even for a short time
in the despatch area
in the transport or shipping area
Mechatronik, complete
Hydraulic module
Electronic module
Output speed sensor
Turbine speed
sensor
Temperature
sensor
Adapter:
Sealing element
for:
Suction port
Discharge port
Solenoid valve 2

Page 052
Position switch
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
What personal precautions must be taken?
Always note and comply with the personal protective meaures:

-- In zones exposed to the risk of electrostatic discharge, always wear the correct protective
coat and electrically conductive shoes
-- When working seated in a risk area, always wear an earthed (grounded) wrist band
-- Do not touch any open equipment or components without sufficient potential equalisation
In electrostatic discharge risk zones, use only permitted means of transportation and packing materials:
-- transport crates
-- component packs
-- stores and racks
-- transport trolleys and other vehicles
Only approved working equipment should be used:
-- earthed (grounded) soldering irons
-- earthed (grounded) solder removal tools
-- permitted auxiliary devices and tools
Keep all insulating synthetic materials away from the work area, in particular:
-- polyethylene bags
-- polystyrene elements
-- Cellophane film
-- PVC bags, film or sleeves
Detailed instructions are given in Siemens production directive F12F1542 and in process description 051
"Manufacturing instructions for the avoidance of electrostatic discharge".
Take great care wherever you see this sign:
It is displayed near components or assemblies that are sensitive to electrostatic discharge.
Electrostatic discharge protective zones

There are various forms of electrostatic discharge protective zone:
Stationary
Individual work station

Workbench, desk
Store, factory building, office
Individual cupboards or shelves
Service
After-sales service
In addition to the protection afforded by electrostatic discharge protection zones, personal safety must also
be guaranteed. Comply with industrial accident precautions, particularly DIN VDE 0104.

Page 053
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Equipment in electrostatic discharge protection zones

All areas at which work is done on electronic components and equipment should be protected against
electrostatic discharge. Try to incorporate them all into a single large protection zone.
Minimum equipment, for example when a conventional work area is converted:
Personnel earthed (grounded) with wrist band

Table top material or mat connected to potential equalisation
Protective packs to prevent electrostatic discharge
The following must be electrically conductive:
-- Table top material
-- Working clothing
-- Transportation systems and storage boxes or bins
Optimum equipment, i.e. when setting up new work stations protected against
electrostatic discharge:
Personnel earthed (grounded) with wrist band ( 1 )

Work tables, benches and shelves connected to potential equalisation ( 2 )
Protective packs to prevent electrostatic discharge ( 3 )
Signs identifying an electrostatic discharge protection zone ( 4 )
Tester for personnel earthing (grounding) by means of wrist band ( 5 )
Tester for personnel earthing (grounding) through shoes ( 6 )
The following must be electrically conductive:
-- Table or bench top ( 7 )
-- Working clothing ( 8 )
-- Transportation systems and storage boxes or bins ( 9 )
-- Flooring material ( 10 )
-- Chairs ( 11 )
-- Shoes or foot earthing (grounding) straps ( 12 )
-- Gloves or mittens, as necessary ( 13 )
-- Shelves ( 14 )
-- Tools ( 15 )

Page 054
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Identification of components and assemblies exposed to electrostatic discharge risk

Assemblies containing components exposed to electrostatic discharge risk must be marked with a
warning symbol as a reminder that they need special handling.
Self-adhesive labels should not be attached directly to electrostatic discharge risk components,
since this could increase the risk of electrostatic discharge occurring.
In such cases, the warning must be attached to the packaging material.
Identification mark
ELECTROSTATIC DISACHARGE
RISK
Identification of protection zones

Electrostatic discharge protection zones must be indicated by suitable signs (see illustration).
The sign must be attached where it is easily visible. Its minimum size must be 300 mm x 150 mm.
The background colour is yellow, with black artwork.
Identification sign
Translation:
WARNING:
ELECTROSTATIC DISCHARGE
RISK ZONE
NOTE HANDLING
INSTRUCTIONS FOR
COMPONENTS EXPOSED TO
ELECTROSTATIC DISCHARGE
RISK
ESD earthing (grounding)

equipment
All ESD earthing (grounding) devices installed in electrostatic discharge protection zones must be
marked to identify them, using suitable symbols that call for suitable protective measures to be taken.
The markings must make the intended purpose clear, but any additional information that is provided
must not distract attention from the basic warning.
Specimen signs for earthing (grounding) points
Translation:
EARTHING (GROUNDING) CONTACT POINT

Page 055
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Packs and transportation containers

Packs and containers used for components subject to electrostatic discharge risk must carry a
suitable warning notice.
In addition, transportation packs that, for instance, leave a production zone, must contain a warning
slip calling for the necessary special handling procedures.
Warning slip to
accompany items
exposed to electrostatic
discharge risk
Translation:
WARNING
COMPLY WITH
PRECAUTIONS FOR
HANDLING ELECTROSTATIC RISK COMPONENTS
Documentation
All documentation needed for the purchasing, specification, design or supply of electrostatic discharge
risk components must contain notification for the user of the relevant handling regulations.
Packaging
A distinction is made between three types of packing. Electrostatic discharge protection must be
provided by packaging material in direct contact with the items and by loose wrappers
intende in particular for the items to be passed on under uncontrolled conditions outside protection zones.
Outer packaging, however, does not have to provide ESD protection nor satisfy additional requirements
such as protection against mechanical damage.
Packaging material in direct contact

Packaging and auxiliary materials or means of transportation in direct contact with items exposed
to ESD risk must be capable of minimising the tribo-electrical charge and ensuring charge
dispersion, i.e. they must be both anti-static and electrostatically conductive.
Any film, corrugated board, plastic packs etc. that are used must satisfy this requirement.
Loose wrappers
Loose wrappers used to protect items exposed to ESD risk (voltages up to 4 kV or unknown)
outside of ESD protection zones must be electro statically screened.
If they are used inside electrostatic discharge protection zones or if the parts are less sensitive
to risk, the requirements can be reduced.
Loose filling material for packs must be antistatic and electrically conductive in order to
eliminate any risk to the packed items.
Separate bags can be used as either direct-contact packaging material or loose wrappers.
This presupposes that they provide electrostatic screening, that the inner surface is antistatic
and that both surfaces are electrostatically conductive.

Page 056
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Outer packaging
Outer packaging material must satisfy all additional packaging requirements, for example
protection against mechanical damage.
No electrostatic properties are required if protection against electrostatic discharge is provided
by the inner packaging material. However, the outer material must be antistatic if the pack is to
be transported into an ESD protection zone.
Personnel wrist-band earthing (grounding)

Earthing (grounding) by means of a wrist band or strap is the most reliable method of diverting
electrostatic charges away from working personnel, and should therefore be used wherever possible,
particularly if the person concerned is working while seated.
The wrist band earthing (grounding) device consists of a bracelet closely attached to the wrist and a
spiral earthing (grounding) cable connecting it to the earthing (grounding) contact point.
This system must include a quick-release device so that the wrist can be freed in the event
of danger.
Wrist band
The inside surface of the wrist band must be electrically conductive, but the outer surface and
edges must be electrically insulated.
Earthing (grounding) cable

The earthing (grounding) cable must consist of an insulated wire which, at work areas with a
nominal voltage up to 250 V, must be capable of accepting a test voltage of 4 kV without failure.
A metallic-layer resistor rated at not less than 1 MOhm with a load factor of no less than
0.25 W acc. to DIN 45921 Teil 107 ( 2 ) must be integrated into the earthing (grounding) cable.
This resistor must also be in accordance with DIN VDE 0860 (20, 21) and must not be capable of
being bridged. It is to be installed at the cable end nearest the wrist band.
Total resistance must not exceed 5 MOhm.
The connectors used at earthing (grounding) points must not fit the sockets of other systems,
e.g. alternating current plugs or laboratory apparatus sockets.
This requirement can be satisfied by the use of suitable pushbutton fittings or suitably insulated plugs.
Banana-pattern plugs in most cases and crocodile clips in all cases (except for servicing work)
are not permitted. Magnets are unsuitable for earthing (grounding) point connections because they
also adhere to painted metal surfaces, but without affording any potential equalisation.
The total resistance per person diverted via the wrist band earthing (grounding) device, measured
between the person's hand and the earth (ground) potential must be between 0.75 and 35 MOhm.
The rules "Technical safety requirements for wrist band earthing (grounding)" issued by the
precision mechanical and electrical engineering industrial accident insurers must be complied with.

Page 057
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Shoes and foot earthing (grounding) straps

Electrically conductive shoes should be worn by persons who mainly work standing up or either standing or
sitting in electrostatic discharge (ESD) protection zones, particularly if wrist band earthing (grounding) is
impracticable. The standard calls for ESD shoes to record values between 0 and 35 MOhm resistance.
However, for antistatic working shoes resistance values between 0.1 and 1000 MOhm are called for, and
a through-conducting resistance for protective shoes of 0.1 to 100 MOhm. A lower limit value of
not less than 0.1 MOhm must be maintained on account of the contact voltage risk.
For this reason the minimum value has been set contrary to the standard at the higher figure of 0.75 MOhm.
Foot earthing (grounding) straps

Persons working temporarily in ESD risk zones (or for example visitors) must be provided with
foot earthing straps.
The total discharge resistance of each person by way of these shoes or earthing (grounding)
straps, measured between hand and earth (ground) potential, must be between 0.75 and
35 MOhm.
Tools
Tools used in ESD protection zones should if possible be made of electrostatically conductive
material.
a
b
1
2
3
4
5

Page 058
If a wrist earthing (grounding) band is worn

If ESD protective shoes are worn
Hand contact plate
Wrist earthing (grounding) band
Footplate
Resistance measuring device
ESD earthing (grounding) system
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Individual component installation sequence (electrical circuit)

from bottom to top
bolts
bolts
bolts
bolts
for parking
lock valve
Valve housing
bolts
Hydraulic module
Intermediate plate
Retaining valve for clutches
Converter pressure
retaining valve
Piston with ball

(pressure regulator damper)
Electronic module
Valve plate
External connecting
socket

Page 059
Connecting socket for MV 2 parking lock valve
Position switch
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Individual component assembly sequence (M shift)

from bottom to top
bolts
bolts
bolts
bolts
bolts
Valve housing
Intermediate plate
Hydraulic module
Return valve
for clutches
Retaining valve for

converter pressure
Piston with ball

Pressure regulator
damper
Valve plate
Electronic module
External connection
socket

Page 060
Position switch
Socket for MV 2 not used for M
shift
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Electrical circuit
When installing the two modules

(hydraulic and electronic)
make sure in particular that the piston of the parking lock cylinder is connected to
the position switch - see sketch.
Transmission plug
Electronic module
Position switch
Hydraulic module
Sliding block
Adjusting
solenoid

Page 061
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
M shift
When installing the two modules

(hydraulic module and electronic module)
make sure in particular that the selector spool valve is connected to the
position switch (see sketch).
Position switch
Transmission plug
Electronic module
Hydraulic module
Position switch
Sliding block
Selector spool valve

Page 062
ZF Getriebe GmbH
Saarbrcken
Dept. MKTD
WWW.ALL-TRANS.BY
Installed positions of valves in valve housing (E shift)

Selector valve 1
Selector valve 2
Retaining brake D
Retaining valve, clutch B

Retaining valve, clutch A
Valve housing
Solenoid valve
Electronic pressure control
Pressure reducing valve
bolts
Page 063

Saarbrcken
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Installed positions of valves in valve housing (M shift)
Reservoir
Shift valve 2
Shift valve 1
Prssure reducing valve
Retaining valve, clutch A
Retaining valve, clutch B
Electronic pressure control 1-6
Solenoid valve 1
Valve housing
bolt
Page 064

Saarbrcken
Dept. MKTD
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Installed positions of valves in valve housing (E shift)

bolt
Solenoid valve 2
Parking lock valve
Lubrikating valve
Converter pressure valve
System pressure valve
Converter lock-up clutch valve
Retaining valve, clutch E
Clutch valve E
Clutch valve A
Valve housing
Page 065

Saarbrcken
Dept. MKTD
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Installed positions of valves in valve housing (M shift)

Selector spool valve
Lubricating valve
Converter pressure valve
System pessure valve
Converter clutch valve
Retaining valve, clutch E
Clutch valve E
Clutch valve A
Valve housing
Page 066

Saarbrcken
Dept. MKTD
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Installed position of valves in valve plate (E shift)
Clutch valve, brake D2

Position valve D
Clutch valve B
Retaining valve, brake D2
Valve plate

Clutch valve, brake C
Page 067

Saarbrcken
Dept. MKTD
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Installed positions of valves in clutch plate (M shift)
Retaining valve, brake D2
Valve plate

Clutch valve B
Clutch valve, brake C
Page 068

Saarbrcken
Dept. MKTD
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Brief description of valves (M and E shift)
Selector spool valve (WS) only with M shift

The selector spool valve is used by the driver to select the direction of travel (forward or reverse), the
parking lock position or neutral.
Parking lock cylinder (PS- ZYL) only with E shift
The parking lock is engaged electrically by the parking lock cylinder. For a detailed description, see
page 22, "Parking lock".
Parking lock valve (PS- V) only with E shift
The purpose of the parking lock cylinder is to shift the parking lock cylinder to the Nneutral or Park
positions. The PS-V is actuated by solenoid valve 2.
MV2 active = neutral position
MV2 inactive = park position
Shift valve 1-SHV1 (emergency-run valve)
The task of this valve is to keep the gear actually selected in use if the power should fail while driving.
If the car is restarted and the EGS is in the emergency program (no power at E actuators),
a predetermined gear is selected.
The shift valve's self-sustaining function is cancelled if the car is restarted, but re-activated by the
EGS.
Shift valve 2 (SHV2)
Shift valve 2 is actuated by solenoid valve 2 and supplies system pressure to operate the relevant
clutches.
Retaining valves, brake D, clutches A,B,E, (HV- D, HV-A, HV- B, HV-E)
The retaining valves actuate the clutch valves, that is to say the regulating function of the
clutch valve is shut down by the retaining valve during the shift at the appropriate time, so that clutch
pressure rises to the system pressure. Both valves (clutch and retaining valves) are regulated by
the corresponding pressure regulator (EDS).
Clutch valves-Clutches A, B, E, brake C, D1,D2, (KV- A, B, E, C, D1, D2)
The clutch valves are variable pressure reducing valves. They are controlled by the relevant electronic
pressure control valve (EDS) and determine clutch pressure during the shift.
Pressure reducing valve (Dr.Red.- V)
The pressure reducing valve lowers system pressure to app. 5 bar, which is then applied to the
downstream pressure control circuits (EDS1- 6) and solenoid valves (MV1- 2). The pressure control
circuits and solenoid valves need a constant feed pressure if they are to function correctly.

Page 069
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Lubricating valve (Schm.- V)

The lubricating valve reduces and guarantees the pressure needed for lubrication. It also imposes an
upper limit on the pressure.
Converter pressure valve (WD- V)

The converter pressure valve reduces system pressure and guarantees the pressure needed for the
converter. It also limits maximum converter pressure, to prevent the converter from expanding.
If EDS 6 is actuated, the oil passage behind the converter lock-up piston is vented.
System pressure valve (Sys.Dr.- V)
The system pressure valve is a variable pressure limiting valve and regulates the oil pressure built up
by the primary pump.
Excess oil is returned to the pump intake port.
Converter lock-up clutch valve (WK- V)
The converter lock-up clutch valve is controlled jointly with the converter pressure valve by the
electronic pressure control (EDS 6). When it operates, the direction of oil flow is reversed.
As the converter pressure valve vents the piston chamber behind the converter lock-up clutch, the
space in front of it is charged at system pressure via the converter lock-up clutch valve.
Position valve D (Pos.-V) only with E shift
The position valve takes the place of the selector spool valve and diverts system pressure to regulate
the individual clutches and brakes.
The position valve is actuated by solenoid valve 1 (E shift) and held in the relevant gear by
clutches A and E.

Page 070
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Solenoid valves 1, 2 (MV1, MV2)

The hydraulic module contains one (M shift) or two (E shift) 3/2-way solenoid valves, that is to say
these valves have 3 unions and 2 switching positions.
The solenoid valves are actuated by the electronic transmission control system and have two
functions (open or closed), They are used to switch the positions of valves.
Electronic pressure control valves 1- 6 (EDS1- 6)

The electronic pressure control valves convert an electric current into a proportional hydraulic
pressure. They are energised by the electronic module and actuate the valves belonging to the
relevant switching elements.
Two types of electronic pressure regulator are installed:
1. Pressure regulator with rising characteristic (EDS1, 3, 6- green cap)
2. Pressure regulator with falling characteristic (EDS2, 4, 5- black cap)
Pressure regulator with rising characteristic (0 mA = 0 bar / 700 mA = 4.6 bar))
Technical data:
Pressure range 0 - 4.6 bar
Operating voltage 12 V
Resistance at 20 C 5.05 Ohm
Pressure regulator with falling characteristic (700 mA = 0 bar / 0 mA = 4.6 bar)
Technical data:
Pressure range 4.6 - 0 bar
Operating voltage 12 V
Resistance at 20 C 5.05 Ohm

Page 071
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Positions of pressure unions (electrical circuit)

For: System pressure
Converter lock-up clutch engaged
Converter lock-up clutch released
Oil pressure in cooler line
Clutch A
Clutch B
Clutch E
Brake C
Brake D1
Brake D2
Converter lock-up clutch
engaged
Converter lock-up
clutch released
To cooler
System pressure
Position switch
Clutch E
Clutch A
Hydraulic module
Trans-mission plug

Page 072
Electronic module
ZF Getriebe GmbH
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Position of pressure unions (M shift)

For: System pressure
Oil pressure in cooler line
Clutch A
Clutch B
Clutch E
Brake C
Brake D1
Brake D2
To cooler
System pressure
Position switch
Clutch E
Clutch A
Hydraulic module
Transmission
plug

Page 073
Electronic module
ZF Getriebe GmbH
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Positions of pressure unions on transmission housing
Clutch A
Clutch E
Socket (elec. connection)
Converter housing
Oil filler
Selector shaft
Breather
Output
Socket (elec. Connection)
Parking lock pin
Selector shaft
Oil pan
Page 074

Saarbrcken
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Position of pressure unions on transmission housing

From cooler
To cooler
Input
Output
Lock-up clutch
closed
Brake C
Lock-up clutch
open
System pressure
Brake D1
Brake D2
Suction
passage
Clutch B
Clutch E
Clutch A
Page 075

Saarbrcken
Dept. MKTD
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Threaded connections for components (electrical circuit)
M5 screws (electronic module to hydraulic module) 6x

M6 screws (complete Mechatronik to transmission housing) 10x
M5 screws (hydraulic module) 18x
Position switch
Electronic module

Page 076
Hydraulic module
ZF Getriebe GmbH
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Threaded connections for individual components (M shift)
M5 screws (electronic module to hydraulic module) 6x

M6 screws (complete Mechatronik to transmission housing) 10x
M5 screws (hydraulic module) 20x
Position switch
Electronic module

Page 077
Hydraulic module
ZF Getriebe GmbH
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Dept. MKTD
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Electronic module (transmission control)
Electronic module
Position switch
External connection
socket
Mechatronik, complete
The two speed sensors for the turbine and output

speeds, the thermo-sensor and the position switch
are permanently integrated at the E module.
The electronic module (electronic transmission control, EGS) processes signals from the transmission,
the engine and the vehicle.
From the signal inputs and the memorised data the control program computes the correct gear and converter
lock-up clutch setting and the optimum pressure settings for gear shift and lock-up clutch control.
By means of special output-side modules (power output stages, current regulator circuits), the EGS controls
the solenoid valves and pressure regulators and thus influences the hydraulics of the automatic transmission.
In addition, the amount and duration of engine interventions are supplied to the engine management by
way of the CAN bus.

Page 078
ZF Getriebe GmbH
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CAN and series line
Signals are always transmitted between the individual items of equipment by the CAN bus.
Controller Area Network (motor-vehicle bus system)
For reasons of availability, signal transmission between SZL and EGS not only uses the bus line
but also an additional unidrectional series line from SZL to EGS.
The series line must maintain the same security standard as the CAN link.
The CAN bus is provided with mechanisms (check sum etc.) that ensure the highly reliable transfer
of data.
If data are transmitted from one bus line to another, e.g. from K- CAN to P- CAN, the central gateway
module forms a link in the data transfer chain.
Schematic communication diagram
Display
Instr. panel
PT CAN
Automatic
CAS
Gateway
EGS
transm.
Key
SZL
Uni-directional series line
Selector lever

Page 079
ZF Getriebe GmbH
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The data that the transmission control unit needs to select the correct gear, for example
Injection time, engine speed, throttle butterfly angle, engine temperature, engine interventions
are transmitted by the PT CAN bus to the transmission control unit. The solenoid valves and pressure
regulating valves are actuated directly from the Mechatronik module.
Signals that can be transmitted via the PT CAN bus to the EGS control unit and thence to other
control units are:
Signals
Transmitter
Receiver
Transmission selector switch

Terminal status
Central locking
Transmission data
Engine data
Wheel rotating speeds
Braking requirement
Transmission data display
Check Control message
Torque requirement
Operating voltage
Stationary consumers
SZL
CAS
CAS
EGS
DME / DDE
DSC
EMF
EGS
EGS
EGS
Power module
EGS
EGS
EGS
EGS
CAS
EGS
EGS
EGS
Instr. panel
Instr. panel
DME
EGS
Power module
Transmission turbine and output speeds are detected by Hall-effect sensors, which transmit the
values directly to the Mechatronik module.
In the same way the position switch signal is supplied directly to the E module.
The ability to program the transmission control units by flash code is also available here.
The programming procedure is largely based on DME programming, but modified to suit the operations
performed by the transmission control units.
The transmission control unit's processor has a 440 kB internal flash memory.. Of this capacity,
approx. 370 KB are occupied by the basic transmission program. The remainder, approx, 70 kB,
is used to store vehicle-specific application data.
Pressure adaptation takes place automatically during the journey.
After exchange or repair work on the automatic transmission, the pressure adapter must be
reset with a suitable tester. After that it is best to carry out a test run and select all the
gears in the transmission.
For further information, see the "ASIS" operating description..

Page 080
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Mechatronik block circuit diagram - 6HP26 BMW

Page 081
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Pin assignment at transmission plug - 6HP26 BMW with E-shift
Pin
Assigned to:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Series line
CAN L
ISO K
not in use
not in use
CAN H
not in use
not in use
Terminal 15
P signal
not in use
not in use
Terminal 31-1
Terminal 30
not in use
Terminal 31-2

Page 082
Notes:
Availability line from stg. col. switch center
CAN low
K line (for example application)
CAN high
Wake-up signal, terminal 15

P line for starter inhibit
Earth (ground)
Permanent positive (EGS supply voltage)
Earth (ground) 2
ZF Getriebe GmbH
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Mechatronik block circuit diagram - 6HP26 BMW

Page 083
ZF Getriebe GmbH
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Dept. MKTD
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Pin assignment at transmission plug - 6HP26 BMW with M-shift
Pin
Assigned to:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
M gate plane
CAN L
ISO K
Touch Touch +
CAN H
Shiftlock
not in use
Terminal 15
P signal
Shiftlock
not in use
Terminal 31-1
Terminal 30
Interlock
Terminal 31-2

Page 084
Notes:
Manual shift program
CAN low
K line (for example application)
Manual downshift
Manual upshift
CAN high
Control signal for Shiftlock and Interlock
Wake-up signal, terminal 15
P line for starter inhibit
Apply brake before selecting position
Earth (ground)
Permanent positive (EGS supply voltage)
Earth (ground) 2
ZF Getriebe GmbH
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6HP19 passenger-car automatic transmission

Technical data
Transmission type
Passenger-car automatic transmission with 6 forward speeds and 1 reverse

Standard layout in vehicle
Transmission capacities
T max Engine at 4000 1/min

P max
n max
n max
n max
T max
T max
in 1st - 5th gear

in 6th gear
KD- shift
Turbine forward
Turbine reverse
= 350 Nm
= 180 kW
bei 5500 1/min
= 7200 1/min
= 5600 1/min
= 6500 1/min
= 560 Nm
= 300 Nm
= 400 Nm **
= 220 kW
bei 6000 1/min
= 6500 1/min
= 5600 1/min
= 6000 1/min
= 560 Nm
= 300 Nm
Conditions has to be agreed
Converter
Gear
Ratio
< 230 Nm: W 235 R 2GWK

< 310 Nm: W 245 R 2GWK
> 310 Nm: W 255 RH 2GWK
optional: W 255 RH 2GWK TD
1.
2.
3.
4.
5.
6.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40
Positions
P, R, N, D
Electronic shift available
Control system
Mechatronik (Elektrohydraulic)
Controlled on-load shifts
Various shift programs available
Weight (with oil)
< 310 Nm 72,0 kg / 350 Nm

> 310 Nm 75,0 kg / 400 Nm
> 310 Nm 76,5 kg / with torsion damper
Page - 085 / Functional description 6HP26

Dept. MKTD
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6HP19 A passenger-car automatic transmission

Technical data
Transmission type

4 weel drive layout in vehicle

P max
n max
n max
n max
T max
T max
in 1st - 5th gear

in 6th gear
KD- shift
Turbine forward
Turbine reverse
= 350 Nm
= 180 kW
bei 5500 1/min
= 7200 1/min
= 5600 1/min
= 6500 1/min
= 560 Nm
= 300 Nm
= 400 Nm **
= 220 kW
bei 6000 1/min
= 6500 1/min
= 5600 1/min
= 6000 1/min
= 560 Nm *
= 300 Nm
Slipping moment limit in the 1st gear

Conditions has to be agreed
Converter
Gear
Ratio
Head gear (head set)
Moment distribution
Front axle / rear axle
< 230 Nm: W 235 R 2GWK

< 310 Nm: W 245 R 2GWK
> 310 Nm: W 255 RH 2GWK
optional: W 255 RH 2GWK TD
1.
2.
3.
4.
5.
6.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40

2,7 ... 4,5 Levels in 6% steps
50 / 50
Positions
P, R, N, D
Control system
Weight (with oil)
< 310 Nm 109,0 kg / 350 Nm

> 310 Nm 112,0 kg / 400 Nm
> 310 Nm 113,5 kg / with torsion damper

Dept. MKTD
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Technical data
Transmission type


P max
n max
n max
n max
T max
T max
in 1st - 5th gear

in 6th gear
KD- shift
Turbine forward
Turbine reverse
= 420 Nm
= 236 kW
bei 6000 1/min
= 7000 1/min
= 5600 1/min
= 6300 1/min
= 560 Nm *
= 300 Nm
Slipping moment limit in the 1st gear
Converter
Gear
Ratio
Moment distribution
bis 300 Nm: W 245

bis 400 Nm: W 255
With controlled-slip lock-up clutch
Tp = 90 - 230 Nm at np = 2000 1/min
1.
2.
3.
4.
5.
6.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40

2,7 ... 4,5 Levels in 6% steps
50 / 50
Positions
P, R, N, D
Control system
Weight (with oil)
114 kg (gilt fr W 245 with out torsion damper)

Dept. MKTD
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Technical data
Transmission type:

Transmission
capacities:
T max
Engine at 4200 1/min
= 600 Nm
P max
n max
n max
n max
T max
T max
Engine at 5800 1/min

in 1st - 5th gear 1/min
in 6th gear 1/min
KD shift 1/min
Turbine forward
Turbine reverse
= 320 kW
= 6200 1/min
= 5000 1/min
= 6000 1/min
= 800 Nm
= 500 Nm
Converter:
With controlled-slip lock-up clutch in gears 1- 6 and Reverse

Permissible continuous speed
= 7000 1/min
Tp = 220- 412 at Mp
= 2000 1/min
Gear:
Ratio:
1st
Positions:
Provision for mechanical shift with choice of 8 selector lever positions

P, R, N, D, 5, 4, 3, 2
Control system:
Electrohydraulic (Mechatronik)
Various shift programs available (ASIS)
Weight:
app. 89 kg with oil

Page 088
4.171
2nd
2.340
3rd
4th
1.521
1.143
5th
0.867
6th
0.691
Reverse
- 3.E2861403
ZF Getriebe GmbH
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Technical data
Transmission type


P max
n max
n max
n max
T max
T max
Converter
in 1st - 5th gear

in 6th gear
KD- shift
Turbine forward
Turbine reverse
= 440 Nm
= 230 kW
bei 6600 1/min
= 7200 1/min
= 5600 1/min
= 7000 1/min
= 700 Nm
= 400 Nm
= 600 Nm
= 320 kW
bei 5800 1/min
= 6200 1/min
= 5000 1/min
= 6000 1/min
= 800 Nm
= 500 Nm
W 260 S - 2 WK < Tmax Motor 440 Nm with controlled-slip lock-up clutch

Tp = 120 - 300 Nm bei np = 2000 1/min
Tp = 210 - 410 Nm at np = 2000 1/min
Gear
Ratio
Moment distribution
1.
2.
3.
4.
5.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40

2,7 ... 3,7
50 / 50
Positions
P, R, N, D
Mechanical or electronic shifts
Control system
Various shift programs
Weight (with oil)
129 kg / 440 Nm
136 kg / 600 Nm
6.

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6HP26 A 61 passenger-car automatic transmission

Technical data
Transmission type


P max
n max
n max
n max
T max
T max
Converter
im 1st - 5th gear

in 6th gear
KD- shift
Turbine forward
Turbine reverse
= 440 Nm
= 230 kW
bei 6600 1/min
= 7200 1/min
= 5600 1/min
= 7000 1/min
= 700 Nm
= 400 Nm
= 600 Nm
= 320 kW
bei 5800 1/min
= 6200 1/min
= 5000 1/min
= 6000 1/min
= 800 Nm
= 500 Nm

Tp = 120 - 300 Nm at np = 2000 1/min
Tp = 210 - 410 Nm at np = 2000 1/min
Gear
Ratio
Moment distribution
1.
2.
3.
4.
5.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40

2,7 ... 3,7
50 / 50
Positions
P, R, N, D
Control system
Weight (with oil)
136 kg / 440 Nm
143 kg / 600 Nm
6.

Dept. MKTD
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Technical data
Transmission type

Diesel
Benzin
T max Engine
= 750 Nm
bei 2500 1/min
= 700 Nm
bei 4000 1/min
P max
= 320 kW
bei 4500 1/min
= 320 kW
bei 5700 1/min
= 5000 1/min
= 4000 1/min
= 4800 1/min
= 1000 Nm
= 600 Nm
= 6000 1/min
= 4700 1/min
= 5800 1/min
= 1000 Nm
= 600 Nm
n max
n max
n max
T max
T max
Converter
in 1st - 5th gear

in 6th gear
KD- shift
Turbine foward
Turbine reverse
W 300 S - 2 WK with controlled-slip lock-up clutch

Tp = 440 - 600 Nm at np = 2000 1/min
Gear
Ratio
1.
2.
3.
4.
5.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40
Positions
P, R, N, D
Electronic shift
Control system
Weight (with oil)
99 kg / with out torsion damper

103 kg / with torsion damper
6.

Dept. MKTD
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Technical data
Transmission type

Diesel
Benzin
T max Engine
= 750 Nm
at 2500 1/min
= 700 Nm
at 4000 1/min
P max
= 320 kW
at 4500 1/min
= 340 kW
at 5200 1/min
= 5000 1/min
= 4000 1/min
= 4800 1/min
= 1000 Nm
= 600 Nm
= 6000 1/min
= 4800 1/min
= 5800 1/min
= 1000 Nm
= 600 Nm
n max
n max
n max
T max
T max
Converter
in 1st - 5th gear

in 6th gear
KD- shift
Turbine forward
Turbine reverse
W 300 S - 2 WK with controlled-slip lock-up clutch

Tp = 440 - 600 Nm at np = 2000 1/min
Gear
Ratio
Moment distribution
1.
2.
3.
4.
5.
6.
4,17 - 2,34 - 1,52 - 1,14 - 0,87 - 0,69 / - 3,40

2,12 ... 2,57
50 / 50
Positions
P, R, N, D
Control system
Weight (with oil)
159 kg

Dept. MKTD

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Page -001 / Functional description 6HP26

ZF Getriebe GmbH Saarbrcken

6HP19 automatic transmission

6HP26 automatic transmission

6HP32 automatic transmission

Functional description 6HP26

6HPxx Functional Description - Contents

Transmission control area

-- Description of gears / power flow, 1st to 6th gear + Reverse

-- Hydraulic and electronic (Mechatronik) control units

Functional description 6HP26

6HP 19 automatic transmission

Compiled by ZF Getriebe GmbH

Key to coloured sectioned diagram 6HP19

Functional description 6HP26

Brief description - general

5-speed transmission app. 660 parts

The single-web planetary gear set consists of:

The following double planetary gear set consists of:

Functional description 6HP26

sunwheels of different sizes

Single-web planetary gear set

Planetary gear spider

Compiled by ZF Getriebe GmbH

Rear double planetary gear set

Planetary gear spider

Double planetary gears (long)

Compiled by ZF Getriebe GmbH

Single-web planetary gear set

Rear double-web planetary gear set

Inner plate carrier,

Functional description 6HP26

Double gear set

The mechanical gear ratios are:

Schematic diagram of 6HP26 / 6HP32 transmission

Functional description 6HP26

Description of individual components

The hydrodynamic torque converter

Converter operating principle

Situation when driving off

Functional description 6HP26

n_T < n_P

n_T < n_P

6HP26 - torque converter

Lined plate (converter

Fuctional description 6HP26

6HP26 torque converter with torsional vibration damper

Space behind lock-up clutch

Functional description 6HP26

Converter lock-up clutch

Space behind lock-up clutch

Functional description 6HP26

Hydraulic and mechanical flow in the converter

n_Mot > n_Turbine