Standard/automatic Transmission - Overview BMW M5 E60/E61

In today's modern vehicles, the automatic transmission has become a vital part of the powertrain. Automatic transmissions provide overall better fuel economy and efficiency while adapting to changing road conditions and driving habits. Standard transmissions offer more driver interaction with the vehicle, however automatic transmissions reduce driver fatigue and increase safety by shifting automatically. Automatic transmissions also offer improved driveability in stop and go traffic. If there is a disadvantage to an automatic transmission, it would be complexity and cost of manufacturing. (Scheme 1)

Scheme 1

HYDRAULIC TRANSMISSION VS. ELECTRO-HYDRAULIC TRANSMISSION

Since the introduction of the automatic transmission there have been numerous refinements to improve shift comfort as well as fuel economy. Early automatic transmissions used only hydraulic control, there was no electronic intervention. In 1986 BMW introduced their first EH (Electro-Hydraulic) transmission into production vehicles. The acronym EGS is used by BMW for its electronic transmission control system. EGS stands for "Electronic Transmission Control" which comes from the German words "Elektronisch Getriebe Steurung". In order to comply with SAE terminology we will refer to the EGS control module as the TCM "Transmission Control Module". EH controlled transmissions allow for optimized shift points by closely monitoring changing conditions. Engine speed, road speed and throttle angle are some of the inputs that are monitored by the TCM to determine optimal shift points. The TCM will then process this information and control shift point via electronic solenoids mounted on the valve body. With the introduction of Adaptive Transmission Control, shift comfort and fuel economy was further improved. The TCM now monitors throttle angle deviations, wheel speeds and CAN Bus information to fine tune shift points. (Scheme 2)

Scheme 2

TRANSMISSION IDENTIFICATION

BMW automatic transmissions are manufactured by two suppliers for the US market

1. Zahnradfabrik Friedrichshafen: Commonly referred to as ZF. ZF manufactures both manual and automatic transmissions.
2. GM Powertrain - Hydramatic: Hydramatic is a manufacturing division of General Motors located in Strasbourg France. Hydramatic supplies automatic transmissions to BMW for four and six-cylinder vehicles.

BMW has developed an internal numbering system for their transmissions for parts ordering, information research and identification. Also, each manufacturer uses their own internal identification system. Here is a breakdown of these identification codes. See

(Scheme 3)

Scheme 3

TRANSMISSION FLUID (OIL)

The automatic transmission provides pressure regulated hydraulic fluid which is filtered for all of the transmissions functional requirements. (Scheme 4) All BMW automatic transmissions are designed to operate with specific fluids. Use of non-approved oil will cause malfunctions and irreparable transmission damage which is not covered by BMW warranty. The transmission fluid provides the following functions

1. Lubricates mechanical components (planetary gears, bearings etc.).
2. Removes heat and transfers heat to transmission cooling system. (heat exchanger).
3. Removes debris and contaminants to sump and filter when circulated.
4. Provides a transfer of kinetic energy in the torque converter.
5. Allows hydraulic operation of mechanical components (clutches, brakes) via control of the valve body.

Also, transmission fluid has various properties to prevent oxidation and breakdown from heat and friction. Each type of transmission fluid has properties specific for each transmission application. Fluid level is crucial in the proper operation of an automatic transmission. Improper fluid levels will cause improper operation and eventually irreparable transmission damage. Improper fluid level can cause

Scheme 4

1. A low fluid level can cause an interruption in oil flow during fast acceleration or hard braking which can cause gear shift malfunctions.
2. An excessively high fluid level can cause the rotating mechanical components to paddle in the oil. This produces foam which introduces air into the hydraulic system.
3. A low fluid level can also cause transmission overheating causing premature transmission failure.

TRANSMISSION FLUID APPLICATION

There are numerous types of transmission fluid used in BMW transmissions. With the exception of the early transmissions (4HP22/24, A4S310/270R and the A5S310Z) all current BMW transmissions use "Lifetime Fill" transmission fluid. There is no maintenance required for these transmissions. It is important to use the correct fluid. Incorrect use of the transmission fluid can cause non-warrantable transmission damage.

When performing repairs on transmissions with lifetime fluid, it is important to drain the transmission fluid in to a clean container for re-use. New fluid should only be used for transmission replacement and for topping off after repairs.

Also, transmission fluid level is vital to the proper operation of the transmission. (Scheme 5)

Scheme 5

TORQUE CONVERTER

In standard transmissions the crankshaft is linked to the transmission input shaft via the clutch assembly. Power flows from the crankshaft through the flywheel. The pressure plate transfers power to the clutch disc which is splined to the transmission input shaft. The pressure plate is used to disconnect (or interrupt) power flow to the transmission input shaft. Because the engine is mechanically connected to the driveline, power flow must be interrupted when the vehicle is stationary. Otherwise the engine would stall. In automatic transmissions, there is a fluid coupling between the engine and transmission. This fluid coupling is more commonly referred to as the torque converter. In the torque converter there is no rigid connection between the engine and transmission (except for lock up clutch). In order to understand the operation of the torque converter, we must first start with the components. The breakdown of the components are as follows

1. The Impeller, which is rigidly connected to the torque converter housing.
2. The Turbine, which is splined to the input shaft (turbine shaft) of the transmission.
3. The Stator, which has a one-way clutch. The inner race of the one-way clutch is splined to a stationary shaft attached to the transmission. (Scheme 6)

The addition of the stator allows the fluid coupling to be referred to as a torque converter. The stator provides for a multiplication of torque at low speeds. Without the stator there would be no multiplication of torque.

Scheme 6

When the engine is running, the impeller which is directly connected to the converter housing, rotates at engine speed. Fluid is directed from the impeller blades to the turbine blades. The fluid drives the turbine which is splined to the input (turbine) shaft of the transmission. This functions the same way as a waterfall acting on a paddle wheel. The ratio of the impeller speed to turbine speed is approximately 1.1 to 1. This ratio is improved to 1:1 with the addition of the torque converter clutch which is discussed later.

Scheme 7

1. At low engine speeds there is a large difference in rotational speed between the impeller and the turbine
2. Fluid flow is directed from the impeller to the turbine. Fluid strikes the vanes of the turbine. The turbine is driven forward in the direction of engine rotation.
3. Fluid flow is then directed back towards the impeller.
4. Before the fluid reaches the impeller, the fluid strikes the vanes of the stator.
5. When the fluid strikes the stator, the one way clutch prevents the stator from rotating.
6. The fluid is then re-directed by the curved vanes of the stator. The fluid is now flowing in the same direction as the impeller.
7. The fluid that is acting on the impeller increases the force on the impeller which multiplies torque. (Scheme 7)

Scheme 8

1. As engine speed increases, the turbine speed approaches the speed of the impeller.
2. The fluid flow is directed from the turbine to the back side of the impeller blades.
3. The one-way clutch in the stator unlocks and the stator blades turn in the direction of engine rotation.
4. Fluid is no longer re-directed and torque multiplication no longer takes place.
5. This is referred to as "Coupling Speed". The turbine never reaches the same speed as the impeller as fluid flow would come to a halt. Ratio is approximately 1.1 to 1. (Scheme 8)

Torque Converter Clutch

Since the efficiency of the torque converter at coupling speed is approximately 1.1 to 1, fuel economy is compromised. To offset this a torque converter clutch was added on EH controlled transmissions. The torque converter clutch locks the turbine to the converter housing. This creates a mechanical coupling with a ratio of 1:1. This can only be achieved at higher engine speeds. The torque converter clutch must be disengaged at low engine speeds to prevent stalling. There are two methods for controlling the torque converter clutch on BMW transmissions

1. A4S310/270R, 4HP22/24 EH, A5S310Z - These transmission use an on/off control method to lock and unlock the torque converter. The TCC is either completely engaged or completely disengaged. This method of engagement provides an abrupt sensation when the TCC is locking and unlocking. This abrupt sensation can be unpleasant and undesirable to some drivers.
2. A5S560Z, A5S440Z, A5S325Z, GA6HP26Z, A5S360/390R - These transmissions use a gradual approach to TCC control. The TCC is gradually applied and released, this method reduces the abrupt feel of the on/off type TCC. The TCC solenoid is controlled by pulse width modulation. This allows fluid to be gradually introduced and released to the TCC.

The TCC is spring loaded to the engaged position. Pressurized fluid releases the TCC, when the pressurized fluid is released, the TCC is engaged. Depending on transmission application, the TCC can be engaged in 3rd, 4th or 5th gear. The TCC must be disengaged at low speeds to prevent stalling. See

(Scheme 9)

and

(Scheme 10)

Scheme 9

Scheme 10

OIL PUMP

The transmission oil pump is used to circulate oil and provide pressure for hydraulic operation. The pump is driven by the torque converter shell and rotates with engine. Fluid is drawn from the sump through the filter and distributed to the various transmission hydraulic systems. The output pressure is regulated to an operating pressure of approximately 25 bar. Currently there are two types of oil pumps used in BMW transmissions: Crescent type and Vane type. (Scheme 11)

Scheme 11

Crescent Type Oil Pump (All except A5S360/390R)

The crescent type is an internal gear pump containing a drive gear and a driven gear. The inner gear is driven by the torque converter and acts as the impeller. The outer gear is driven by the inner gear. The gap between the teeth varies from the input, through the crescent and to the output of the pump. A low pressure area is created on the input side of the pump by the widening gap between the gear teeth. The oil is drawn to the crescent and transferred to the output side of the pump, where the pressure is increased by the narrowing gap between the gear teeth. The output pressure of the pump is controlled by spring loaded pressure regulator. (Scheme 12)

Scheme 12

Oil Volume Control

On the A5S440Z transmission, oil pump output volume is controlled based on engine RPM. High oil volume is initially required at start up to quickly fill the transmission requirements. As engine RPM increases, the volume is greater than is required. The Oil Volume Control Damper regulates the pump output volume based on engine RPM. This helps improve fuel economy by reducing the load on the engine at high RPM.

Vane Type Pump (A5S360/390R)

The new A5S360/390R (GM5) transmission uses a vane type pump. (Scheme 13) The torque converter drives the pump rotor and 13 vanes. The rotor and vanes are placed inside a slide mechanism. As the rotor spins, the vanes sweep oil from the pump intake to the output along the mating surface on the vane ends and the interior surface of the slide. The slide is mounted on a pivot pin. As it pivots, it changes the eccentricity of the rotor to slide mating surface. This in turn will alter the output oil volume. This provides the same function as the Oil Control Volume Damper on the A5S440Z. The slide's position is influenced by a calibrated spring and hydraulic control pressure from the main pressure regulator solenoid on the valve body. (Scheme 14) The benefit of changing the slide position is to optimize pump output volume to meet the following operating conditions

Scheme 13

Scheme 14

1. Provide maximum volume during engine start-up. This condition provides a fast priming action of the pump for immediate lubrication and for hydraulic pressure operation.
2. Regulated output volume at higher engine speeds. Maximum pump volume is not required at all times.

Electro/Hydraulic Valve Body

The valve body assembly is the main shift control element in the transmission. In non-EH transmissions the valve body was only hydraulically controlled. In the current EH (electrohydraulic) transmissions the valve body is similar in design, but now also housing a number of shift solenoids which are controlled by the TCM. The valve body consists of a number of sub-assemblies. Each sub-assembly contains a number of spool valves which are hydraulically controlled. Most spool valves are opposed by spring pressure. The spool valves are used to direct hydraulic fluid flow to the various shift elements in the transmission. There is also a manual valve which is connected to the shift assembly by a cable. The manual valve allows the drivers to select the basic operating mode (or ratio). (Scheme 15) The valve body is responsible for the following

Scheme 15

1. Regulating main pressure.
2. Controlling fluid flow to shift elements for Upshifts and Downshifts.
3. Providing for manual operation by driver via manual valve.
4. Reverse Lockout.
5. Failsafe Operation.
6. Shift Comfort through: Overlap Shift Control (ZF) Pressure Accumulators (GM).
7. Torque Converter Control.
8. Distribution of lubrication.

Shift Valves

Shift valves are used to direct application pressure to the various shift elements. Shift valves are regulated by spring pressure and control pressure for the shift solenoids. Shift valves come in various configurations depending upon application and transmission type. The most basic is the 3/2 shift valve. The 3/2 shift valve has 2 positions which are switched through one or two control pressures.

With no control pressure from shift solenoid present, the shift valve is moved to its end travel (left) by spring pressure. Operating pressure is blocked to the shift component. Also in this position any application pressure is drained from the shift component. (Scheme 16)

Once the control pressure is applied to the 3/2 shift valve, the shift valve moves to the right. This allows operating pressure to reach the shift component. When the control pressure is again reduced, spring pressure returns the 3/2 shift valve to the rest position. This drains and operating pressure from the shift component. (Scheme 17)

Operating Pressure to Shift Component. The example shown is a 4/2 shift valve. The operation is similar to the 3/2 valve. The primary difference is that the 4/2 shift valve affects 2 shift components. (Scheme 18)

Scheme 16

Scheme 17

Scheme 18

Pressure Regulation

Pressurized oil from the pump must be regulated for use within the transmission. Otherwise, the high pressure directly from the pump would influence shift quality. The shifts would be more abrupt and harsh. In order to "fine tune" the pressures within the transmission, there is a pressure regulating valve and a pressure regulating solenoid. The pressure regulating valve is located in the oil pump housing or the valve body dependent upon transmission type. The pressure regulating solenoid is a pulse width modulated (PWM) solenoid. Current is controlled by the TCM. The pressure regulating solenoid is normally closed, there is maximum line pressure available when minimum (or no) current is applied to the pressure regulating solenoid. Depending upon application, pressure regulating solenoid can be PWM with B- or B+ control. GM transmissions use B+ control with a constant ground supply. ZF transmissions uses B- control with a constant B+ supply.

There are also pressure regulators used in ZF transmissions that are used to control shift pressures. The A5S440Z and A5S560Z both use EDS solenoids for "Overlap Shift Control" this will be explained later in this text. There are a few different names for pressure regulating solenoids depending upon the transmission type and manufacturer

1. ZF transmissions use the following terms - EDS solenoid (valve), or MV (magnetic valve).
2. Hydramatic (GM) transmissions use the following terms: DR solenoid, Force Motor Solenoid or Variable Bleed Solenoid.

Transmission operating pressures are regulated based on engine speed, throttle angle and engine load. The regulated pressure from the pressure regulating solenoid is referred to as throttle pressure. This pressure is fed to the main pressure regulating valve. See

(Scheme 19)

Scheme 19

As the diagram shows, regulating valve pressure is fed to the pressure regulating solenoid. (Scheme 20) This pressure is then regulated to create throttle pressure. Throttle pressure is modified based on throttle angle, engine speed and engine load. Throttle pressure is then fed to the pressure regulating valve. As throttle pressure increases, the regulating valve piston is moved to the left (with respect to the diagram). As the regulating valve piston is moved to the left, operating pressure is increased to the 4/2 shift valve. The operating pressure to the 4/2 shift valve will be fed to Shift Component A or Shift Component B depending the position on the 4/2 shift valve. The operating pressure to the shift components will be increased or decreased depending upon the throttle valve pressure. As engine speed and load are increased, the operating pressure will be increased to provide higher clamping forces on the shift components. When there is no electrical power present to the pressure regulator solenoid, throttle pressure will be a maximum. Therefore maximum operating pressure will be available at the 4/2 shift valve. This condition would exist if the transmission was operating in failsafe mode.

Scheme 20

Multi - Plate Clutches and Brakes

Multi Plate Clutches and Brakes are used to drive or hold members of the planetary gear set. (Scheme 21) As a general rule, Multi Plate Clutches connect one planetary member to another. Multi Plate Brakes connect a planetary member to the case to hold it stationary. The clutches and brakes consist of a number of friction discs and steel discs. The friction discs are coated with a friction material and have engaging lugs (splines) on the inner perimeter. The steel discs are steel on both sides and have engaging lugs located on the outer perimeter. The engaging lugs on the friction discs are usually engaged with a planetary member. The engaging lugs on the steel discs are usually engaged with the clutch piston housing. In addition to the friction and steel discs, there is also an apply piston, housing and return spring. Once hydraulic fluid is applied to the clutch assembly, the friction discs and steel discs will be locked together. Once hydraulic pressure is released, the return spring will cause the clutch piston to return to its rest position which will unlock the clutch assembly. (Scheme 22)

Scheme 21

Scheme 22

Multi - Plate Clutch Operation

In order to carry out a shift in ratio, fluid needs to be applied or released from the Multi - Plate Clutch (or Brake). As shown in the example at the right, the following sequence occurs

Scheme 23

1. Fluid from a shift valve in the valve body is applied to the clutch assembly.
2. Fluid pressure builds behind the apply piston and overcomes the resistance from the diaphragm spring.
3. The friction and steel discs are compressed together and become locked, preventing any slippage between them.
4. Two planetary members are now locked together.
5. When fluid pressure is released, the steel and friction discs are allowed to unlock.
6. The diaphragm spring pushes against the apply piston and returns the piston back to the rest position.
7. The check ball in the apply piston is unseated by centrifugal force which allows the clutch to drain completely. (Scheme 23)

BAND BRAKES

On some BMW transmissions there is a band type brake used for some applications. The A4S270/310R and the A5S310Z use a band type brake. The brake band is a circular band with friction material bonded to the inner surface. The band wraps around a particular planetary component (clutch drum) and locks that component to the transmission case. The brake band is applied and released by the clutch apply piston. The brake band is not adjustable on the A5S310Z, however there is some adjustment allowed when needed on the A4S270/310R. The brake band functions in the following manner on BMW transmissions

Scheme 24

1. A4S270/310R - The brake band is active (applied) in first and second gear. The brake band holds the reaction sun drum stationary. The reaction sun drum is splined to the reaction sun gear.
2. A5S310Z - The brake band is active (applied) in second, third and fifth gear. The brake band holds the forward sun gear to the case. (Scheme 24)

ONE-WAY CLUTCHES (FREEWHEEL)

The one way clutch consists of an inner and outer ring with a locking device between the two. The one way clutch is designed to lock in one direction and to allow free rotation in the other direction. (Scheme 25) Currently there are two types of one way clutches used in BMW transmissions

1. Roller type which consists of spring loaded rollers between the inner and outer race of the one way clutch. (Roller type is also used without springs on some applications).
2. Sprag type which consists of asymmetrical shaped wedges located between the inner and outer race of the one way clutch.

In both versions of the one way clutch (freewheel), rotation is only allowed in one direction. Using the diagrams above, imagine that the inner races were locked stationary. The outer race would only be allowed to turn counter clock wise. In the clock wise direction, the outer race of both versions would be locked. In the roller type, the helper springs would push the rollers up the ramp on the outer race. This would force the rollers in to the smaller area which would cause the outer race to lock, In the sprag type, the asymmetrical wedges would lock between the inner and outer race. The one way clutches are used in the transmission to prevent an interruption of drive torque during certain gear shifts and to allow engine braking during coasting. Also there is a one way clutch in the stator of the torque converter.

Scheme 25

PLANETARY GEAR SET

Planetary gear seats are compact gear units that receive input drive torque and provide the required output ratios for all forward gears and reverse gear. The planetary gear set consists of four main components

1. Internal ring gear.
2. Planetary gears (pinions).
3. Sun gear.
4. Planetary gear carrier.

Various ratios are obtained by driving or holding different components in the planetary gear set. The example shown is a simple planetary gear set. See

(Scheme 26)

. Today's modern transmissions use a combination of multiple planetary gear sets referred to as a compound planetary gear set.

Scheme 26

Advantages of Planetary Design

There are distinct advantages to the planetary gear set in comparison with a standard transmission gear set. Primarily, drive torque does not need to be interrupted to change gears. The planetary members are in constant mesh and there are more teeth engaged in any given ratio. This allows more torque to be transferred through the transmission.

Basic Power Flow Example

As an example of power flow in reverse gear, planetary gear carrier (4) is held stationary. The sun gear (3) is driven in a clockwise direction. The planetary pinions (2) are driven counterclockwise, which in turn drives the internal ring gear (1) counter clockwise as well. (Scheme 27)

Scheme 27

Compound Planetary Gear Sets

Compound planetary gear sets use multiple planetary components which are a variation on the simple planetary gear set. Since the inception of the simple planetary gear set, there have been numerous compound gear sets introduced. BMW transmissions use the following gear sets

1. Simpson Gear Set - used on 4HP22 and 4HP24.
2. Ravigneax Gear Set - used on A4S270R, A4S310R, A5S310Z, A5S325Z, A5S360R and A5S390R.
3. Wilson Gear Set - used on A5S440Z and A5S560Z.
4. Lepelletier Gear Set - used on the GA6HP26Z.

Simpson Gear Set

The Simpson Gear Set is one of the early variations on the simple set. It is capable of 3 forward gears and one reverse. On BMW transmissions, the Simpson Gear set is used in the 4HP transmission which is a four speed automatic. (Scheme 28) Fourth gear (overdrive) is obtained by the addition of an auxiliary gear set (simple). Characteristics of the Simpson Gear set are as follows

Scheme 28

1. Two Internal Ring Gears, one rear input ring and one attached to the rear planetary carrier.
2. Two Planetary carriers, each containing three planetary pinions.
3. One common Sun gear, which meshes with both sets of planetary pinions.

Ravigneaux Gear Set

A new version on the planetary design is the Ravigneaux gear set. (Scheme 29) This gear set is capable of 4 forward gears and one reverse. However, depending upon application it may be used with an auxiliary gear set. Here are some examples

Scheme 29

1. The A4S310/270R uses the Ravigneax set for 3 forward gears and one reverse. Overdrive is obtained by the auxiliary gear set.
2. The A5S310Z uses a combination of the Ravigneaux gear set and the auxiliary gear set to obtain 5 forward gear and one reverse. First, second and reverse gears are achieved by using a combination of both gear sets.
3. The A5S360/390R uses a modified version of the Ravigneaux set that provides five forward gears and one reverse. There is no auxiliary gear set used.

Characteristics of the Ravigneaux Gear Set are

1. One planetary carrier which is common to both sets of planetary pinions.
2. Two sets of planetary pinions, one long set with small diameter and one short set with large diameter.
3. Two sun gears, one input sun gear and one reaction sun gear.
4. One common ring gear. NOTE: The Ravigneaux Gear Set shown in the figure is a typical representation. There are a few variations of this arrangement used on BMW transmissions.

Wilson Gear Set

On BMW transmissions, the Wilson gear set is only used on the A5S440Z and A5S560Z. (Scheme 30) The Wilson Gear Set consists of three planetary gear sets. The ring gear of the first gear set, the planetary carrier of the second gear set and the ring gear of the third planetary gear set and directly connected to the "Pot". The "Pot" is a cylindrical device that slides over all of the components to unitize the individual gear sets into an assembly. The characteristics of the Wilson Gear Set are

Scheme 30

1. Three planetary carriers.
2. Three ring gears, with ring gear 1 and 3 meshed to "Pot" assembly.
3. Three sun gears, sun gear 2 and 3 are common (attached). Sun gears 2 and 3 are also referred to as the "Double Sun Gear".

Lepelletier Gear Set

The Lepelletier Gear Set was introduced to BMW on the ZF GA6HP26Z. (Scheme 31) This gear set allows for 6 forward speeds and one reverse gear using a light weight design. The planetary gear train consists of a single carrier planetary gear train and a downstream double planetary gear train.

Scheme 31

Planetary Gear Set Operation

In order to understand planetary gear set operation, it is important to understand some basic rules of operation

1. It is assumed that engine rotation is clockwise when referring to power flow charts and diagrams.
2. Planetary pinions will always rotate in the same direction as the internal ring gear.
3. When the sun gear is driven clockwise and the planetary carrier is held stationary the internal ring gear will rotate counter clockwise (reverse gear).
4. When two or more planetary members are locked together, the assembly will rotate together. The ratio from input to output is 1:1.
5. When the sun gear is held stationary and the planetary carrier is driven clockwise, the ring gear will be driven clockwise in an overdrive ratio (.75:1)

When trying to understand power flow schematics, it is important to be able to draw a comparison between the actual planetary components and the schematic symbols. The diagram below outlines the relationship between these components and the power flow schematic. The schematic is a representation of a cross section of the transmission, but you only see the top half of the cross section. The transmission is shown as though it has been quartered lengthwise. See

(Scheme 32)

Scheme 32

POWER FLOW SCHEMATIC

In order to understand power flow schematics, a relationship must be drawn between the actual components and the schematic representation. This example uses the 4HP22/24 power flow schematic. The 4HP22/24 transmission uses a Simpson Planetary Gearset and an auxiliary gearset. The auxiliary gear set is a simple planetary gearset. (Scheme 33)

Scheme 33

Power Flow In First Gear

Drive torque is applied to the torque converter impeller and transferred to the turbine. The turbine shaft rotates clockwise (CW). The "A" clutch locks the turbine shaft to the rear input ring gear. The rear input ring gear rotates CW driving the rear planet pinions CW. The planetary pinions drive the common sun gear CCW, which in turn drive the front planet pinions CW. The front planetary carrier is held from rotating CCW by one way clutch "J". The front planetary pinions which are rotating CW drive the front ring gear/rear carrier CW. The rear planetary carrier is rotating CW and is driving the planetary carrier from the auxiliary gear set. The "E" clutch in the auxiliary gear set is holding the Sun gear and the ring gear together. Therefore the auxiliary gear set is locked in a 1:1 ratio. (Scheme 34)

One Way Clutch "J" is locked to prevent the front planetary carrier from rotating CCW. One Way Clutch "H" is not used and One Way Clutch "K" is locked. One way clutch "K" is used to prevent an interruption in power flow before the "E" clutch is locked during the 4-3 shift. (Scheme 35)

Scheme 34

Scheme 35

Second Gear

Drive torque is applied to the torque converter impeller and transferred to the turbine. (Scheme 36) The turbine shaft rotates clockwise (CW). The "A" clutch locks the turbine shaft to the rear input ring gear. The rear input ring gear rotates CW driving the rear planet pinions CW. The sun gear is held stationary by the C' clutch. The rear planet pinions rotate around the fixed sun gear CW. The rear planetary carrier will rotate CW. The rear planetary carrier will drive the auxiliary gear set and will rotate as a complete unit. The auxiliary gear set is locked in a 1:1 ratio due to the "E" clutch locking the sun and ring gear together. The "C" clutch is locking the outer race of the "H" freewheel to the case. This is used for the 3/2 downshift. Freewheel "J" is not active and Freewheel "K" is locked.

Scheme 36

Third Gear

Drive torque is applied to the torque converter impeller and transferred to the turbine. (Scheme 37) The turbine shaft rotates clockwise (CW). The "A" clutch and the "B" clutch are locked, this causes the rear input ring gear to be locked to the sun gear in the Simpson Gear set. The Simpson gear set is locked in a 1:1 ratio. The "E" clutch is locked which locks the ring gear to the sun gear in the Simpson gear set. The entire transmission planetary system is now locked in a 1:1 ratio. Freewheel "H" is overrun and freewheel "J" is not used. Freewheel "K" continues to be locked.

Scheme 37

Fourth Gear

Drive torque is applied to the torque converter impeller and transferred to the turbine. (Scheme 38) The turbine shaft rotates clockwise (CW). (The turbine shaft can also be driven by the lock up clutch when engaged). The "A" clutch and the "B" clutch are locked, this causes the rear input ring gear to be locked to the sun gear in the Simpson Gear set. The Simpson gear set is locked in a 1:1 ratio. The "F" clutch is locked which locks the sun gear in the auxiliary gear set to the case. The Simpson gear set drives the planetary carrier CW. The planet pinions walk around the fixed sun gear in a CW direction. This causes the ring gear to rotate CW as well. The ring gear, which is the output of the transmission is driven in an overdrive ratio. Freewheel "H" and "K" are overrun. Freewheel "J" is not used.

Scheme 38

Reverse Gear

Drive torque is applied to the torque converter impeller and transferred to the turbine. (Scheme 39) The turbine shaft rotates clockwise (CW). The "B" clutch is locked which drives the sun gear in the Simpson gear set CW. The sun gear drives the planet pinions CCW. The planetary carrier is held stationary by the "D" clutch. The planet pinions cause the front ring gear to rotate CCW. The front ring gear (and rear carrier) drive the auxiliary gear set CCW which rotates at a ratio of 1:1 due to the "E" clutch locking the sun and ring gear of the auxiliary gear set. Freewheel "H" and "J" are not used. Freewheel "K" is locked.

Scheme 39

Freewheel Shifting

In order to prevent an interruption in power flow, freewheel (One Way Clutches) are used to lock members of the planetary gear set. Certain transmissions such as the 4HP22/24, A4S270/310R and the A5S360R use freewheel shifting on all gear shifts. Transmissions such as A5S310Z, A5S440Z, A5S560Z and GA6HP26Z use freewheel shifting for only specific shifts. Other shifts in these transmissions use overlap shifting technology. To demonstrate how the freewheel is used, the freewheel "H" in the 4HP22/24 transmission will be examined.

In third gear, the sun gear is rotating clockwise. Freewheel "H" is overrun (unlocked) allowing the sun gear to rotate. Clutch "C" is active which locks the outer race of freewheel "H" to the case. During a 3/2 downshift, clutch "B" is released. The sun gear is held from rotating counter clockwise by freewheel "H" and the "C" clutch. Freewheel "H" is used to stop the counter clockwise rotation of the sun gear before the "C" clutch can engage. This prevents an interruption of power flow during the 3/2 downshift. If freewheel "H" fails to operate, there would be an increase in engine RPM from 3rd to 2nd gear. (Scheme 40)and (Scheme 41).

Scheme 40

Scheme 41

Overlap Shift Control

Overlap shift technology is currently used on ZF transmissions. The A5S310Z, A5S440Z, A5S560Z and the GA6HP26Z use overlap shift technology on most gear changes. The advantages of this design allows for the reduction of the use of One Way Clutches (freewheel) and a significant improvement in shift quality. During an overlap shift, the releasing clutch pressure is reduced at the same rate that the engaging clutch pressure is increased. The result is a smooth transfer or torque between gear ratios.

As shown in the diagram, clutch 1 is fully engaged with maximum pressure. Clutch 2 is fully released. During overlap shifting, the TCM closely monitors the rotational speeds of the turbine (input) shaft and output shaft. The TCM then uses the EDS solenoids to control pressures during shifting to provide the optimum shift timing and overlap control. (Scheme 42)

Scheme 42

Overlap Shifting

During the transition of overlap, the clutches run through a slip zone. The torque is gradually transferred from the clutch that is releasing to the clutch that is engaging. The new gear engages the moment the torque level exceeds that of the first clutch. This is described as overlap. If the overlap is correct, (zero overlap) the engaging clutch takes over as much torque as the disengaging clutch releases. The result is a seemingly unnoticed shift of the best quality. (Scheme 43)and (Scheme 44).

Scheme 43

Scheme 44

Negative Overlap

Negative overlap occurs when the engaging clutch takes over too late or the releasing clutch drops pressure too early. The result is that the drive torque is briefly interrupted. When the engine is operating under load, the engine speed increases due to the interruption. When coasting the engine speed drops. (Scheme 45)

Scheme 45

Positive Overlap

If positive overlap occurs, the engaging clutch takes over too early or the releasing clutch pressure drops too late. The gear set would become momentarily blocked if this condition occurs during an upshift. When this occurs the ratio of the gear set becomes 1:1 momentarily. The result is a loss in drive torque during a gear shift. (Scheme 46)

Scheme 46

TRANSMISSION CONTROL MODULE

The TCM receives inputs, processes information and actuates the output elements to provide optimal shift points. The TCM is programmed for maximum shift comfort and fuel economy. The TCM on most BMW vehicles is located in the E-Box next to the ECM (DME). There are several types of TCM housings

1. 35 Pin TCM (TCU) - used on the 4HP transmissions.
2. 55 Pin TCM used on the A4S310R (THM-R1).
3. 88 Pin TCM used on all others up to 98.
4. 134 Pin TCM used on all BMW transmission from the 99 model year. (Note- the 134 pin TCM was introduced on the 98 Models equipped with the A5S440Z).

The 134 Pin TCM is also referred to as SKE (Standard Shell Construction). The SKE housing uses 5 separate connectors. On transmission applications only three connectors (1, 3 and 4) are used. Connectors 2 and 5 are blank and are NOT used. The connectors are Blue in color to avoid confusion with the ECM (DME) connectors which are Black. See

(Scheme 47)

Scheme 47