Automatic Transmission -- Basic Knowledge -- 211 Chassis: Other Mercedes-Benz E-class W211/S211

Automatic transmission (AT) function - GF27.10-P-0001GA

TRANSMISSION 722.6 in MODEL 163, 170, 202, 208, 210 with touch shift

TRANSMISSION 722.6 in MODEL 215, 220, 240

Transmission 722.6 is an electronically controlled 5-speed transmission with a lockup clutch in the torque converter. The ratios for the gear stages are achieved by 3 planetary gearsets. The 5th gear is designed as a low-rev gear with an overdrive ratio.

Shifting is initiated electronically. The gears are shifted by the corresponding combination of 3 hydraulically actuated multi-disk brakes, 3 hydraulically actuated multi-disk clutches and 2 mechanical freewheels.

Basically transmission 722.6 with electronic control offers the following advantages

1. Reduced fuel consumption
2. Greater ease of shifting
3. Favorable spacing by 5 gears
4. Long service life and high reliability
5. Low maintenance costs

The torque converter housing and transmission housing consist of a light-metal allow. Both housings are bolted together and are centered via the external plate carrier of the multi-disk brake at the front. A coated intermediate panel seals the two components.

The oil pump as well as the external plate carrier of the front multi-disk brake are bolted to the torque converter housing.

The mechanical part of the transmission 722.6 consists of a drive shaft, output shaft, a sun gear shaft and 3 planetary sets which are coupled to each other.

The electrohydraulic control unit is screwed onto the transmission housing from below. The end of the transmission is formed by an oil pan made of sheet steel.

The oil pressure of the torque converter lockup clutch and center multi-disk clutch is supplied via bore holes in the drive shaft. The oil pressure to the rear multi-disk clutch is supplied via the output shaft. The lubricating oil is supplied and distributed by additional bore holes in both shafts. Oil is supplied to all bearing points of the gearsets as well as to the freewheels and shifting elements.

The parking lock gear and drive flange are connected to the output shaft by gearing.

Freewheels F1 and F2 optimize shifting. The front freewheelF1 is supported on the extension of the stator shaft on the transmission end and connects in the locking direction the sun gear of the front planetary gearset with the transmission housing.

The rear freewheel F2 connects in the locking direction the sun gear of the center planetary set with the sun gear of the rear planetary set. The electrohydraulic control unit is comprised of a light alloy shift plate for the hydraulic control and an electric control unit.

The electronic control unit consists of a plastic shell which combines all the electric components. The shell is mounted on and bolted to the shift plate. Conductor tracks which are laid in the supporting body make the connection between the electrical components and a 13-pin plug socket.

Automatic transmission (AT), gear ratios - GF27.10-P-0001-01G

Transmission 722.6

1. Program "S"
2. Program "W" or "C" (depending on period of manufacture)
3. Shift elements are only necessary during deceleration

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05RMZ

Transmission 722.6 in model 209.376 as of 1.6.03, 209.476, 211.076 as of 01.09.03, 211.276, 215.374/379, 219.376, 220.074/174/179, 230.474 as of 01.09.03, 230.479

Illustrated on model 230.474

Identifying Transmission Mode Switch. Scheme 376

The selector lever can be moved into 6 different positions. The driver can select 3 different transmission modes using the transmission mode switch (S16/5).

The selector lever positions have the following meanings

P Park lock and start position

R Reverse gear

N NEUTRAL

(No power transmission takes place. The vehicle is freely movable.)

D All 5 forward gears are available.

Transmission mode switch (S16/5)

Sport program "S"

1. Starting off in 1st gear for all driving situations.

Comfort program "C"

1. Starting off always in 2nd gear (except in 1st gear range).
2. The maximum speed is not utilized in any one gear.

If kickdown is actuated the gears are shifted up and down as for the sport program "S"

Scheme 377

Manual program "M"

1. The driver can select a gear directly using the selector lever in the electronic selector lever module control unit (N15/5), the steering wheel gear shifter MINUS (S110/1) or the steering wheel gear shifter PLUS (S111/1).

Touch shift function

Program "C" or "S"

+ Touch: Upshift by one shift range each time.

Press and hold down: Change from the current shift range direct to "D"

1. Touch: Downshift by one shift range each time. The selected gear is only actuated if the engine speed permits. Press and hold down: The transmission is shifted into a gear from which the vehicle can be easily accelerated or decelerated.

Program "M"

+ Touch: Upshift by one gear in each case.

The selected gear is only engaged at the permitted rotational speed.

1. Touch: Shift down one gear each time. The selected gear is only engaged at the permitted rotational speed.

If the shift range is limited, the transmission shifts up gears when the engine speed is close to the engine breakaway speed

Automatic transmission (AT), position of hydraulic components - GF27.10-P-0001-09G

Transmission 722.6

Identifying Automatic Transmission Hydraulic Components Position. Scheme 378

Automatic transmission (AT) function - GF27.10-P-0001N

TRANSMISSION 722.9 in MODELS 215, 220

Identifying Automatic Transmission Mechanical Parts Location (Transmission 722.9). Scheme 379

Communication Diagram - Automatic Transmission Electrical Part Function (Shown Up To 31.5.04). Scheme 380

Shown up to 31.5.04

General information

Transmission 722.9 is an electronically controlled automatic transmission with 7 forward gears and 2 reverse gears. All the transmission functions and transmission components for this automatic transmission are combined in one assembly module. Integrating the electrohydraulic control unit (21) in transmission 722.9 minimizes the number of interfaces to the wiring harness. The electrohydraulic control unit (21) is installed below the transmission housing; transmission oil is continuously flushed around the outside of the control unit, which amongst other things, ensures the control unit is cooled.

Transmission 722.9 can be roughly divided into the following component groups

1. Torque converter with torsional damper and torque converter lockup clutch (16)
2. The oil pump (6) for generating the necessary oil pressure and for lubricating the actuators and bearing points properly.
3. The transmission housing with transmission mechanism and the electrohydraulic control unit (21). The transmission housing is made of a light alloy.
4. Transmission mechanism, consisting mechanism, consisting of a Ravigneaux gear set (9), front single planetary gear system (12a), rear single planetary gear system (12b) and the park pawl. Furthermore, multi-disk clutch K1 (8), multi-disk clutch K2 (11), multi-disk clutch K3 (14), multi-disk brake B1 (7), multi-disk brake B2 (15), multi-disk brake B3 (10) and multi-disk brake BR (13) are integrated. Single-sided disks are used for multi-disk clutch K1 (8), multi-disk clutch K2 (11) and multi-disk clutch K3 (14). Furthermore, single-sided disks are also used for multi-disk brake B1 (7) and multi-disk brake B3 (10). On this type of lamella the friction lining is only applied on one side. Among other things, this improves heat distribution in the disk pack, the design of the disk pack is more compact, the load-bearing capacity is increased and the mass is reduced. Lamella coated on both sides continue to be used for the multi-disk brake B2 (15) and multi-disk brake BR (13).

1. The electrohydraulic control unit (21), consisting of the electric control unit VGS (Y3/8), the valve body and the valve housing.

The following information are taken into account when shifting the drive positions

1. The vehicle speed
2. Vehicle load
3. Air drag and rolling resistance
4. Position and operating speed of accelerator pedal
5. Position of selector lever and engaged gear
6. Position of transmission mode switch (S16/5)
7. Oil temperature and other information about the status of the transmission
8. Further signals which are available via the Controller Area Network bus class C (engine compartment) (CAN-C)

Data is exchanged with the following control units via CAN-C

1. Instrument cluster (A1)
2. ME-SFI [ME] control unit (N3/10)
3. Electronic selector lever module control unit (N15/5)
4. ESP, SPS [PML] and BAS control unit (N47-5)
5. DTR control unit (N63/1) up to 31.5.04 or DTR control unit (A89) as of 1.6.04
6. EIS [EZS] control unit (N73)
7. Central gateway control unit (N93)

This involves the processing of the following data from other systems

ME-SFI [ME] control unit (N3/10)

1. Active downshift for heating up the catalytic converter (TWC)
2. Driving off 1st. gear, for heating of catalytic converter
3. Shift line displacement to heat up the catalytic converter
4. Specified gear, lower and upper limit to heat up the catalytic converter
5. Emergency operation of the ME fuel injection and ignition system (motor electronics) (ME), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
6. Cruise control governs, a specific shifting strategy for cruise control mode is filed in the fully integrated transmission control (VGS) control unit (Y3/8n4)

1. Engine coolant temperature, used as a substitute value if the transmission oil temperature sensor (VGS) (Y3/8s2) malfunctions
2. Engine oil temperature, shift limitation is canceled
3. Requirement torque for Electronic Stability Program (Electronic-Stability-Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
4. Kickdown
5. Pedal value
6. Request for torque converter lockup clutch (16) "Open" in the heating up phase of the catalytic converter, to increase engine speed
7. Engine idle specified speed for the actuation of the torque converter lockup clutch (16)
8. Engine speed, for slip calculation of torque converter lockup clutch (16) and for start of pressure calculation by the fully integrated transmission control (VGS) control unit (Y3/8n4)
9. Speed limiter function active, adaptations in the fully integrated transmission control (VGS) control unit (Y3/8n4) switched off
10. Engine torque

Electronic selector lever module control unit (N15/5)

1. Selector lever position
2. Transmission mode switch (S16/5)

ESP, SPS [PML] and BAS control unit (N47-5)

1. Stop lamp switch (S9/1), change in shift strategy, braking the vehicle, the fully integrated transmission control (VGS) shifts down earlier.
2. Adjusted braking torque, change of shift strategy, brake the vehicle, fully integrated transmission control shifts down earlier
3. Wheel speeds and direction of rotation, substitute values in event of output speed sensor (VGS) (Y3/8n3) malfunction
4. ESP request shift into "N" (neutral), power flow interruption, transmission/rear axle
5. Vehicle lateral acceleration at center of gravity, adaptation of shift strategy, detection of dynamic driving style

DTR control unit (N63/1) up to 31.5.04 or DTR control unit (A89) as of 1.6.04

1. Shift line displacement, brake the vehicle, fully integrated transmission control (VGS) shifts down earlier
2. Active downshift, brake the vehicle, fully integrated transmission control shifts down earlier

EIS [EZS] control unit (N73)

1. Refrigerant compressor (A9) ON
2. Circuit 50, influencing fault memory
3. Torque requirement of refrigerant compressor (A9), torque correction

Central gateway control unit (N93)

1. Refrigerant compressor (A9) ON
2. Circuit 50
3. Torque requirement of refrigerant compressor (A9), torque correction

The following information is output to other systems

Instrument cluster (A1)

1. Selector lever position for gear indicator (A1p12)
2. Program selection at the transmission mode switch (S16/5) for gear indicator (A1p12)

ME-SFI [ME] control unit (N3/10)

1. Engine torque requests, engine intervention when shifting
2. Emergency-running mode for fully integrated transmission control
3. Starter lockout release in selector lever position "P", "P", "N"
4. Transmission variant, recognition of basic variants, difference in gear ratios
5. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
6. Torque converter lockup clutch (16) status

ESP, SPS [PML] and BAS control unit (N47-5)

1. Wheel torque factor, overall gear ratio
2. Transmission variant, recognition of basic variants, difference in gear ratios
3. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS

DTR control unit (N63/1) up to 31.5.04 or DTR control unit (A89) as of 1.6.04

1. Transmission variant, recognition of basic variants, difference in gear ratios
2. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
3. Wheel torque factor, overall gear ratio

EIS [EZS] control unit (N73)

1. Selector lever position for the actuation of the backup lamp function

Central gateway control unit (N93)

1. Selector lever position for the actuation of the backup lamp function
2. Diagnosis

Automatic transmission (AT), gear ratios - GF27.10-P-0001-01N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Automatic transmission (AT), features - GF27.10-P-0001-14N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

The following features differentiate transmission 722.9 from transmission 722.6

1. The transmission features 7 forward gears and 2 reverse gears.
2. A Ravigneaux gear set and 2 single planetary gear systems are used and thus other ratios are achieved.
3. The fully integrated transmission control (VGS) control unit (Y3/8n4) is located in the electric controller unit (VGS) (Y3/8). The transmission oil is therefore continuously flushed around the outside of the control unit which ensures the control unit is cooled.
4. The transmission oil temperature is recorded by the transmission oil temperature sensor (Y3/8n4) installed in the fully integrated transmission control (VGS) control unit (Y3/8s2).
5. The interfaces to the wiring loom have been reduced by the new position of the fully integrated transmission control (VGS) control unit (Y3/8n4).
6. Transmission 722.9 is therefore available as a compact assembly unit.
7. A torque converter lockup clutch with torsional dampers, which is slip-controlled in all 7 forward gears, is used.
8. The disks used on the multidisk clutches and 2 multidisk brakes are single-sided disks. The friction lining is only applied to one side on this version.
9. 3 sensors are fitted for recording rpm. This increases ease of shifting and reduces the reaction time during the shift operations.
10. It is possible to update (flashing) the control unit software in transmission 722.9 as and when required. This flash-updating is carried out using STAR DIAGNOSIS.

Automatic transmission (AT), updating the transmission control unit by flash-updating - GF27.10-P-0001-15N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Updating Transmission Control Unit By Flash-Updating - Shows Model 230. Scheme 381

Shows model 230

On transmission 722.9 the transmission software used can be exchanged for a more up-to-date version. This updating is described as flashing and is carried out using STAR DIAGNOSIS.

Automatic transmission (AT), function - GF27.10-P-0001NRT

TRANSMISSION 722.9 in MODEL 211, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Identifying Automatic Transmission Mechanical Parts Location. Scheme 382

Automatic Transmission Communication Diagram. Scheme 383

Shown on vehicle up to 31.5.04 with engine 113 and code (219) Distronic (DTR)

General information

Transmission 722.9 is an electronically controlled automatic transmission with 7 forwards and 2 reverse gears. All transmission functions and transmission components have been combined in an assembly module. The integration of the electrohydraulic controller unit (21) in the transmission means that the interfaces to the wiring loom have been minimized. The electrohydraulic controller unit (21) is installed at the bottom of the transmission housing. It is constantly flushed with transmission oil and cooled as a result.

Transmission 722.9 can be roughly divided into the following component groups

1. Torque converter with torsional damper and torque converter lockup clutch (16)
2. Oil pump (6) for producing the necessary oil pressure and for lubricating the actuators and bearing points
3. Transmission housing made from light metal alloy with mechanical transmission components and electrohydraulic controller unit (21)
4. Mechanical transmission components, consisting of the Ravigneaux gear set (9), the single front planetary gear set (12a), the single rear planetary gear set (12b) and the park pawl
5. Multidisk clutch K1 (8), multidisk clutch K2 (11), multidisk clutch K3 (14), multidisk brake B1 (7), multidisk brake B2 (15), multidisk brake B3 (10) and multidisk brake BR (13). Single-sided lamella are used on the multidisk clutches K1, K2, K3 (8, 11, 14) and the multidisk brake B1 (7) as well as the multidisk brake B3 (10). The friction lining is only coated on one side on this type of lamella. As a result the heat distribution in the clutch pack has been improved and simultaneously compactness has been achieved, the load carrying capacity having been increased the mass having been reduced. Lamella coated on both sides continue to be used for the B2 multi-disk brake (15) and BR multi-disk brake (13).
6. Electrohydraulic controller unit (21), consisting of the electric controller unit (VGS) (Y3/8), valve housing and valve body

The following information is taken into account when shifting the drive positions

1. Vehicle speed
2. Load condition of the vehicle
3. Driving resistance
4. Position and actuation speed of the accelerator pedal sensor
5. Position of selector lever and engaged gear
6. Position of transmission mode switch
7. Oil temperature and other information about the status of the transmission
8. Further signals which are available via CAN C (CAN C)

Data is exchanged between the following control units via CAN C (CAN C)

1. Instrument cluster (A1)
2. CDI control unit (N3/9) (on diesel engine)
3. ME-SFI [ME] control unit (N3/10) (on gasoline engine)
4. Electronic selector lever module control unit (N15/5)
5. ESP control unit (N47-5) (on model 211) ESP, SPS [PML] and BAS control unit (N47-5) (on model 230) ESP and BAS control unit (N47-5) (on model 463)
6. Except on model 463 with code (219) Distronic (DTR)DTR control unit (N63/1) (up to 31.5.04) or DTR controller unit (A89) (as of 1.6.04)
7. EIS [EZS] control unit (N73)
8. Steering column module (N80)
9. Central gateway control unit (N93) (except on model 463)
10. Fully integrated transmission control (VGS) control unit (Y3/8n4)

This involves the processing of the following data from other systems

CDI control unit (N3/9)

1. Start-off in 1st gear, aids engine warm-up
2. Shift line displacement, aids engine warm-up
3. Kickdown
4. Shift line displacement, depending on the load condition of the diesel particulate filter (DPF) (with code (474) Particulate filter), a heavily laden diesel particulate filter (DPF) results in a slightly lowered upshift rpm during full load upshifts and kickdown upshifts
5. Specified gear, lower/upper limit, aids engine warm-up
6. Emergency operation of the common rail diesel injection, the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
7. Cruise control regulates, a special shift strategy for cruise control mode is stored in the fully integrated transmission control (VGS) control unit (Y3/8n4) (up to 31.5.05)
8. Engine coolant temperature is used as a substitute value in the event of failure of the transmission oil temperature sensor
9. Engine torque
10. Requirement torque for Electronic Stability Program (Electronic-Stability-Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
11. Engine oil temperature, shift limitation is canceled
12. Request for torque converter lockup clutch (16) "OPEN" during heating up phase of engine, increase in engine speed
13. Engine idle specified speed for the actuation of the torque converter lockup clutch (16)
14. Rpm limitation function active, adaptations in the fully integrated transmission control (VGS) control unit (Y3/8n4) are switched off
15. Engine speed, for slip calculation of torque converter lockup clutch (16) and for start of pressure calculation by fully integrated transmission control (VGS) control unit (Y3/8n4)
16. Pedal value

ME-SFI [ME] control unit (N3/10)

1. Catalytic converter heating Active downshift Starting off in 1st gear Shift line displacement Target gear, lower and upper limit
2. Emergency operation of the ME fuel injection and ignition system (motor electronics) (ME), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
3. Engine coolant temperature is used as a substitute value in the event of failure of the transmission oil temperature sensor (VGS)
4. Cruise control regulates, a special shift strategy for cruise control mode is stored in the fully integrated transmission control (VGS) control unit Y3/8n4) (up to
5. Engine oil temperature, shift limitation is canceled
6. Requirement torque for Electronic Stability Program (Electronic-Stability-Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
7. Request torque converter lockup clutch (16) "Open", in the heat-up phase of the catalytic converter (CAT) to increase engine rpm
8. Kickdown
9. Engine idle specified speed for the actuation of the torque converter lockup clutch (16)
10. Engine speed, for slip calculation of torque converter lockup clutch (16) and for start of pressure calculation by fully integrated transmission control (VGS) control unit (Y3/8n4)
11. Rpm limitation function active, adaptations in the fully integrated transmission control (VGS) control unit (Y3/8n4) are switched off
12. Engine torque
13. Pedal value

Electronic selector lever module control unit (N15/5)

1. Selector lever position
2. Status of transmission mode switch

ESP control unit (N47-5)

ESP, SPS [PML] and BAS control unit (N47-5) or ESP and BAS control unit (N47-5)

1. Brake light switch, change in shift strategy, brake the vehicle, the fully integrated transmission control shifts down sooner
2. Adjusted braking torque, change of shift strategy, brake the vehicle, fully integrated transmission control shifts earlier
3. Wheel speeds and direction of rotation, substitute values in the event of failure of the output speed sensor
4. ESP request shift into "N" (neutral), power flow interruption, transmission/rear axle
5. Vehicle lateral acceleration at center of gravity, adaptation of shift strategy, detection of dynamic driving style

DTR control unit (N63/1) or DTR controller unit (A89) (except on model 463)

1. Shift line displacement, brake the vehicle, fully integrated transmission control (VGS) shifts down earlier
2. Active downshift, brake the vehicle, fully integrated transmission control shifts down earlier

EIS control unit (N73)

1. Refrigerant compressor ON
2. Circuit 50, influencing fault storage
3. Torque requirement of refrigerant compressor, torque correction

Steering column module (N80)

1. Status of left steering wheel gear shifter and right steering wheel gear shifter (vehicles up to 31.5.06 with code (428) Steering wheel shift buttons)
2. Status of steering wheel gear shifter MINUS and steering wheel gear shifter PLUS (AMG vehicles and vehicles as of 1.6.06 with code (428) Steering wheel shift buttons)

Central gateway control unit (N93) (except on model 463)

1. Refrigerant compressor ON
2. Circuit 50, influencing fault storage
3. Torque requirement of refrigerant compressor

The following information is sent to other systems: Instrument cluster (A1)

1. Selector lever position for the gear indicator
2. Program selection at the transmission mode switch for the transmission mode display

CDI control unit or ME-SFI [ME] control unit (N3/10)

1. Engine torque requests, engine intervention when shifting
2. Emergency-running mode for fully integrated transmission control
3. Starter lockout release in selector lever position "P", "N"
4. Transmission variant, recognition of basic variants, difference in gear ratios
5. Actual gear engaged/target gear, gear engaged, gear to be shifted, can be shown via STAR DIAGNOSIS
6. Torque converter lockup clutch (16) status

ESP control unit (N47-5)

ESP, SPS [PML] and BAS control unit (N47-5) or ESP and BAS control unit (N47-5)

1. Wheel torque factor, overall gear ratio
2. Transmission variant, recognition of basic variants, difference in gear ratios
3. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS

DTR control unit (N63/1) or DTR controller unit (A89) (except on model 463)

1. Transmission variant, recognition of basic variants, difference in gear ratios
2. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
3. Wheel torque factor, overall gear ratio

EIS control unit (N73)

1. Selector lever position for reverse lamp actuation

Central gateway control unit (N93) (except on model 463)

1. Selector lever position for reverse lamp actuation
2. Diagnosis request

Automatic transmission (AT), driver information - GF27.10-P-0001-02NT

Transmission 722.9 in model 211, 219, except code (428) Steering wheel shift buttons

Model 463.303/340/341

Shown on model 211

Identifying Instrument Cluster And Transmission Mode Display (Shown On Model 211). Scheme 384

Gear indicator (A1p12) in instrument cluster (A1)

It shows the driver the currently selected shift range "1", "2", "3", "4", "5", "6" or selector lever position "D", "R", "N" (neutral) or "P" (park).

Transmission mode display (A1p16) in instrument cluster (A1)

It shows the driver the program selection "S" (sport program) or "C" (comfort program) performed at the transmission mode switch (S16/5).

Automatic transmission (AT), driver information - GF27.10-P-0001-02NTL

Transmission 722.9 in model 211, 219 with code (428a) steering wheel shift buttons

Identifying Instrument Cluster And Transmission Mode Display. Scheme 385

Gear indicator (A1p12) in instrument cluster (A1) in Sports program "S" and in Comfort program "C"

It indicates to the driver the currently selected shift range "1", "2", "3", "4", "5", "6" or the selector lever position "D", "R", "N" (neutral) or "P" (park).

Gear indicator (A1p12) in instrument cluster (A1) in manual program "M"

It shows the driver the engaged gear "1", "2", "3", "4", "5", "6", "7".

Transmission mode display (A1p16) in instrument cluster (A1)

It shows the driver the program "S" (sport program), "C" (comfort program) or "M" (manual program) selected at the transmission mode switch (S16/5).

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05NR

Transmission 722.9 in model 230 except code (428a) steering wheel shift buttons

Identifying Automatic Transmission Selector Lever Positions. Scheme 386

The selector lever can be moved into six different positions. The driver can select 2 different transmission modes using the transmission mode switch (S16/5).

The selector lever positions have the following meanings

P Park lock and start position

R Reverse gear

N Neutral and start position

(No power transmission takes place. The vehicle is not in gear.)

D All 7 forward gears are available.

+ Touch: Upshift by one shift range each time.

Press and hold: Change from current shift range direct to "D"

Touch: Shift down one shift range each time. The selected gear is only actuated at the permitted speed.

Press and hold down: The transmission is shifted into a gear from which the vehicle can be easily accelerated or decelerated (A1shift range displayed in instrument cluster (A1)).

With a finite shift range the upshift takes place close to the engine limit speed

Transmission mode switch (S16/5)

Sport program "S"

1. Starting off in 1st gear for all driving situations.

Comfort program "C"

1. Starting off always in 2nd gear (except 1st gear shift range).
2. The maximum speed is not utilized in any one gear. If kickdown is actuated the gears are shifted up and down as for the sport program "S".

Identifying Automatic Transmission Selector Lever Positions. Scheme 387

6 different functions can be selected using the selector lever and 3 different transmission modes can be selected using the transmission mode switch (S16/5).

Selector lever positions

1. P Park lock and start position
2. R Reverse gear
3. N Neutral and start position (no power transmission, vehicle can move freely)
4. D Drive (all 7 forward gears are available)
5. + Touch: Upshift by one gear per touch In transmission modes "C" and "S" the shift range is extended at the same time. Press and hold: Direct shift to drive position "D" The shift range is displayed in the instrument cluster. If the shift range is restricted, upshifts occur close to the engine cutoff speed.
6. Touch: Downshift by one gear per touch In transmission modes "C" and "S" the shift range is restricted at the same time. Press and hold: Transmission is shifted into a shift range from which the vehicle can be easily accelerated or decelerated.

Transmission mode switch (S16/5)

The following transmission modes can be selected

1. S Sport mode Start-off in 1st gear for all driving situations
2. C Comfort mode Start-off in 2nd gear except in 1st gear range. Gear change is performed at lower engine speeds. If kickdown is actuated, the gears are shifted up and down as for transmission mode "S".
3. M Manual shift program direct gear selection using selector lever or left steering wheel gear shifter and right steering wheel gear shifter (up to 31.5.06) or steering wheel gear shifter MINUS and steering wheel gear shifter PLUS (as of 1.6.06)

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05NT

Transmission 722.9 in model 211, 219, except code (428) Steering wheel shift buttons

Model 463.303/340/341

Identifying Automatic Transmission Selector Lever Positions. Scheme 388

The selector lever can be moved into 6 different positions. The driver can select 2 different transmission modes using the transmission mode switch (S16/5).

The selector lever positions have the following meanings

P Park lock and start position.

R Reverse gear.

N Neutral and start position (power transmission does not take place, the vehicle is freely moveable).

D Drive mode, all 7 forward gears are available.

+ Touch: Upshift by one shift range each time.

Press and hold down: Change from the current shift range direct to "D"

Touch: Shift down one shift range.

The selected gear is only engaged at the permitted rotational speed.

Press and hold down: The transmission is shifted into a gear from which the vehicle can be easily accelerated or decelerated.

With a finite shift range, upshifting takes place close to the engine limit speed

Transmission mode switch (S16/5)

Sport program "S"

1. Starting off in 1st gear for all driving situations.

Comfort program "C"

1. Starting off always in 2nd gear (except 1st gear shift range).
2. The gears are not driven to maximum revs. If kickdown is actuated the gears are shifted up and down as for the sport program "S".

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05NTL

6 different functions can be selected using the selector lever and 3 different transmission modes can be selected using the transmission mode switch (S16/5).

Selector lever positions

1. P Park lock and start position
2. R Reverse gear
3. N Neutral and start position (no power transmission, vehicle can move freely)
4. D Drive (all 7 forward gears are available)
5. + Touch: Upshift by one gear per touch In transmission modes "C" and "S" the shift range is extended at the same time. Press and hold: Direct shift to drive position "D" The shift range is displayed in the instrument cluster (A1). If the shift range is restricted, upshifts occur close to the engine cutoff speed.
6. Touch: Downshift by one gear per touch In transmission modes "C" and "S" the shift range is restricted at the same time. Press and hold: Transmission is shifted into a shift range from which the vehicle can be easily accelerated or decelerated.

Transmission mode switch (S16/5)

The following transmission modes can be selected

1. S Sport mode Start-off in 1st gear for all driving situations
2. C Comfort mode Start-off in 2nd gear except in 1st gear range Gear changes are performed at lower engine speeds. If kickdown is actuated, the gears are shifted up and down as for transmission mode "S".
3. M Manual shift program direct gear selection using selector lever or left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (up to 31.5.06) or steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) (as of 1.6.06)

Automatic transmission (AT) function - GF27.10-P-0001T

TRANSMISSION 722.6 in MODEL 211 up to 31.5.04

Transmission 722.6 is an electronically controlled 5-speed transmission with a lockup clutch in the torque converter.

The ratios for the gear stages are achieved by 3 planetary gearsets. The 5th gear is designed as a low-rev gear with an overdrive ratio. Shifting is initiated electronically. The gears are shifted by the corresponding combination of 3 hydraulically actuated multi-disk brakes, 3 hydraulically actuated multi-disk clutches and 2 mechanical freewheels.

Basically transmission 722.6 with electronic control offers the following advantages

1. Reduced fuel consumption
2. Greater ease of shifting
3. Favorable spacing by 5 gears
4. Long service life and high reliability
5. Low maintenance costs

The torque converter housing and transmission housing consist of a light-metal allow. Both housings are bolted together and are centered via the external plate carrier of the multi-disk brake at the front. A coated intermediate panel seals the two components.

The oil pump as well as the external plate carrier of the front multidisk brake are bolted to the torque converter housing.

The mechanical part of the transmission 722.6 consists of a drive shaft, output shaft, a sun gear shaft and 3 planetary sets which are coupled to each other.

The electrohydraulic control unit is screwed onto the transmission housing from below. The end of the transmission is formed by an oil pan made of sheet steel.

The oil pressure of the torque converter lockup clutch and center multi-disk clutch is supplied via bore holes in the drive shaft. The oil pressure to the rear multi-disk clutch is supplied via the output shaft. The lubricating oil is supplied and distributed by additional bore holes in both shafts. Oil is supplied to all bearing points of the gearsets as well as to the freewheels and shifting elements.

The parking lock gear and drive flange are connected to the output shaft by gearing.

Freewheels F1 and F2 optimize shifting. The front freewheel F1 is supported on the extension of the stator shaft on the transmission end and connects in the locking direction the sun gear of the front planetary gearset with the transmission housing.

The rear freewheel F2 connects in the locking direction the sun gear of the center planetary set with the sun gear of the rear planetary set.

The electrohydraulic control unit is comprised of a light alloy shift plate for the hydraulic control and an electric control unit.

The electronic control unit consists of a plastic shell which combines all the electric components. The shell is mounted on and bolted to the shift plate. Conductor tracks which are laid in the supporting body make the connection between the electrical components and a 13-pin plug socket.

Automatic transmission (AT), Mercedes-Benz Driver Information Service - GF27.10-P-0001-02T

Transmission 722.6 in model 209.3 (except 209.376) up to 31.05.03, 211 (except 211.076) up to 31.08.03

Gear indicator (A1p12) in instrument cluster (A1)

Informs the driver about which shift range "1", "2", "3", "4"is currently selected or about the position of the selector lever "D", "R", "N" (neutral) or "P" (park).

Transmission mode display (A1p16) in instrument cluster (A1)

Informs the driver which program, "S" (standard program) or "W" (winter program), is selected at the transmission mode switch (S16/5).

Power Transmission Function Diagram - Transmission 722.9. Scheme 389

Automatic transmission (AT), Mercedes-Benz Driver Information Service - GF27.10-P-0001-02TM

Transmission 722.6 in model 209.376 up to 31.05.03, 211.076 up to 31.08.03

Gear indicator (A1p12) in instrument cluster (A1) in standard program "S" and winter program "W"

Informs the driver about which shift range "1", "2", "3", "4" is currently selected or about the position of the selector lever "D", "R", "N" (neutral) or "P" (park).

Gear indicator (A1p12) in instrument cluster (A1) in manual program "M"

Informs the driver about which gear "1", "2", "3", "4", "5" is currently engaged.

Transmission mode display (A1p16) in instrument cluster (A1)

Informs the driver which program, "S" (standard program), "W" (winter program) or "M" (manual program), is selected at the transmission mode switch (S16/5).

Kick-Down Function Diagram - Transmission 722.9. Scheme 390

Automatic transmission (AT), driver information - GF27.10-P-0001-02TMZ

Transmission 722.6 in model 209, 211 with code (428) steering wheel shift buttons, 209.376 as of 01.06.03, 209.476, 211.076 as of 01.09.03, 211.276, 219.376

Identifying Gear Indicator In Instrument Cluster. Scheme 391

Gear indicator (A1p12) in instrument cluster (A1) in sport program "S" and in comfort program "C"

Shows the driver the currently engaged shift range "1", "2", "3", "4" is currently selected or about the position of the selector lever "D", "R", "N" or "P".

Gear indicator (A1p12) in instrument cluster (A1) in manual program "M"

Shows the driver the gear shifted "1", "2", "3", "4", "5".

Transmission mode display (A1p16) in instrument cluster (A1)

Informs the driver which program, "S" (sport program), "C" (comfort program) or "M" (manual program), is selected at the transmission mode switch (S16/5).

Automatic transmission (AT), driver information - GF27.10-P-0001-02TZ

Transmission 722.6 in model 209.3 (except 209.376) as of 01.06.03, 209.4 (except 209.476), 211 (except 211.076/05/25/276) as of 01.09.03 except code (428a) steering wheel shift buttons

Identifying Ignition Switch Lock Function Diagram - Selector Lever Position "P". Scheme 392

Gear indicator (A1p12) in instrument cluster (A1)

Shows the driver the currently engaged shift range "1", "2", "3", "4" or selector lever position "D", "R", "N" (neutral) or "P" (park).

Transmission mode display (A1p16) in instrument cluster (A1)

It shows the driver the program selection "S" (sport program) or "C" (comfort program) performed at the transmission mode switch (S16/5).

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05RM

Transmission 722.6 in model 209.376 up to 31.05.03, 211.076, 230.474 up to 31.08.03

The selector lever can be moved into 6 different positions. The driver can select 3 different transmission modes using the transmission mode switch (S16/5).

The selector lever positions have the following meanings

P Park pawl and starting position

R Reverse gear

N Neutral

(No power transmission takes place. The vehicle is freely movable.)

D All 5 forwards gears are available

Shown on model 230.474

Identifying Automatic Transmission Selector Lever Positions (Shown On Model 230.474). Scheme 393

Transmission mode switch (S16/5)

Standard program "S"

1. Starting off in 1st gear for all driving situations.

Winter program "W"

1. Driving always in 2nd gear (except in 1st gear shift range)
2. The maximum speed is not utilized in any one gear.

If kickdown is actuated the gears are shifted up and down as for standard program "S"

Manual program "M"

1. The driver can select a gear directly using the selector lever in the electronic selector lever module control unit (N15/5), the steering wheel gear shifter MINUS (S110/1) or the steering wheel gear shifter PLUS (S111/1).

Touch function

Program "W" or "S"

+ Touch: Shift up one shift range.

Press and hold down: Change from the current shift range directly to "D"

Touch: Shift down one shift range.

The selected gear is only actuated at the permitted speed. Press and hold down: The transmission is shifted into a gear from which the vehicle can be easily accelerated or decelerated (shift range displayed in instrument cluster (A1)).

Program "M"

+ Touch: Shift up one gear each time.

The selected gear is only actuated at the permitted speed.

Touch: Shift down one gear each time.

The selected gear is only actuated at the permitted speed.

If the shift range is limited, the transmission shifts up gears when the engine speed is close to the engine breakaway speed

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05T

Transmission 722.6 in model 211 (except 211.076) up to 31.08.03

The selector lever can be moved into 6 different positions. The driver can select 2 different transmission modes using the transmission mode switch (S16/5).

The selector lever positions have the following meanings

P Park pawl and starting position

R Reverse gear

N Neutral and starting position

(No power transmission takes place. The vehicle is freely movable.)

D All 5 forwards gears are available

+ Touch: Shift up one shift range.

Press and hold down: Change from the current shift range directly to "D"

Touch: Shift down one shift range.

The selected gear is only actuated at the permitted speed.

Press and hold down: The transmission is shifted into a gear from which the vehicle can be easily accelerated or decelerated (shift range displayed in instrument cluster (A1)).

If the shift range is limited, the transmission shifts up gears when the engine speed is close to the engine breakaway speed

Identifying Power Flow In 2nd Gear. Scheme 394

Transmission mode switch (S16/5)

Standard program "S"

1. Starting off in 1st gear for all driving situations.

Winter program "W"

1. Starting off always in 2nd gear (except in 1st gear shift range).
2. The maximum speed is not utilized in any one gear. If kickdown is actuated the gears are shifted up and down as for standard program "S".

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05TZ

Transmission 722.6 in model 211 (except 211.076/05/25/276) as of 01.09.03 except code (428a) steering wheel shift buttons

Identifying Power Flow In 3rd Gear. Scheme 395

The selector lever can be moved into 6 different positions. The driver can select 2 different transmission modes using the transmission mode switch (S16/5).

The selector lever positions have the following meanings

P Park lock and start position

R Reverse gear

N Neutral and start position

(no power is transmitted. The vehicle is not in gear).

D D All 5 forward gears are available.

+ Touch: Upshift by one shift range in each case. Press and hold down: Change from the current shift range direct to "D"

Touch: Downshift by one shift range in each case.

The selected gear is only engaged at the permitted rotational speed.

Press and hold down: The transmission is shifted into a gear from which the vehicle can be easily accelerated or decelerated (shift range displayed in instrument cluster (A1)).

If the shift range is limited, the transmission shifts up gears when the engine speed is close to the engine breakaway speed

Transmission mode switch programs(S16/5)

Sport program "S"

1. Starting off in 1st gear for all driving situations.

Comfort program "C"

1. Starting off always in 2nd gear (except in 1st gear range).
2. The maximum speed is not utilized in any one gear. When kickdown is operated the upshifts and downshifts take place as in the sport program "S".

Automatic transmission (AT) function - GF27.10-P-0001TX

TRANSMISSION 722.6 in MODEL 211 as of 1.6.04

Transmission 722.6 is an electronically controlled 5-speed transmission with a lockup clutch in the torque converter.

The ratios for the gear stages are achieved by 3 planetary gearsets. The 5th gear is designed as a low-rev gear with an overdrive ratio. Shifting is initiated electronically. The gears are shifted by the corresponding combination of 3 hydraulically actuated multi-disk brakes, 3 hydraulically actuated multi-disk clutches and 2 mechanical freewheels.

Basically transmission 722.6 with electronic control offers the following advantages

1. Reduced fuel consumption
2. Greater ease of shifting
3. Favorable spacing by 5 gears
4. Long service life and high reliability
5. Low maintenance costs

The torque converter housing and transmission housing consist of a light-metal allow. Both housings are bolted together and are centered via the external plate carrier of the multi-disk brake at the front. A coated intermediate panel seals the two components.

The oil pump as well as the external plate carrier of the front multidisk brake are bolted to the torque converter housing.

The mechanical part of the transmission 722.6 consists of a drive shaft, output shaft, a sun gear shaft and 3 planetary sets which are coupled to each other.

The electrohydraulic control unit is screwed onto the transmission housing from below. The end of the transmission is formed by an oil pan made of sheet steel.

The oil pressure of the torque converter lockup clutch and center multi-disk clutch is supplied via bore holes in the drive shaft. The oil pressure to the rear multi-disk clutch is supplied via the output shaft. The lubricating oil is supplied and distributed by additional bore holes in both shafts. Oil is supplied to all bearing points of the gearsets as well as to the freewheels and shifting elements.

The parking lock gear and drive flange are connected to the output shaft by gearing.

Freewheels F1 and F2 optimize shifting. The front freewheel F1 is supported on the extension of the stator shaft on the transmission end and connects in the locking direction the sun gear of the front planetary gearset with the transmission housing.

The rear freewheel F2 connects in the locking direction the sun gear of the center planetary set with the sun gear of the rear planetary set.

The electrohydraulic control unit is comprised of a light alloy shift plate for the hydraulic control and an electric control unit. The electronic control unit consists of a plastic shell which combines all the electric components. The shell is mounted on and bolted to the shift plate. Conductor tracks which are laid in the supporting body make the connection between the electrical components and a 13-pin plug socket.

Automatic transmission (AT), selector lever positions - GF27.10-P-0001-05PMA

Illustrated on model 203

Power Flow In 4th Gear Function Diagram - Transmission 722.9. Scheme 396

6 different functions can be selected using the selector lever and 3 different transmission modes can be selected using the transmission mode switch (S16/5).

Selector lever positions

1. P Park lock and start position
2. R Reverse gear
3. N Neutral and start position (no power transmission, vehicle can move freely)
4. D Drive (all 5 forward gears are available)
5. + Touch: Upshift by one gear per touch In transmission modes "C" and "S" the shift range is extended at the same time. Press and hold: Direct shift to drive position "D" The shift range is displayed in the instrument cluster. If the shift range is restricted, upshifts occur close to the engine cutoff speed.
6. Touch: Downshift by one gear per touch In transmission modes "C" and "S" the shift range is restricted at the same time. Press and hold: Transmission is shifted into a shift range from which the vehicle can be easily accelerated or decelerated.

Transmission mode switch (S16/5)

The following transmission modes can be selected

1. S Sport mode Start-off in 1st gear for all driving situations
2. C Comfort mode Start-off in 2nd gear except in 1st gear range Gear changes are performed at lower engine speeds. If kickdown is actuated, the gears are shifted up and down as for transmission mode "S".

1. M Manual shift program direct gear selection using selector lever or left steering wheel gear shifter and right steering wheel gear shifter (up to 31.5.06) or steering wheel gear shifter MINUS and steering wheel gear shifter PLUS (as of 1.6.06)

Shift-lock, function - GF27.10-P-2008NT

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219

The term shift lock combines the functions which, in addition to the parking brake, offer an additional safeguard for the vehicle to prevent it moving off unintentionally. Included in this are the functions of locking the selector lever position "P" and locking the ignition switch as well as the park pawl in the transmission. The Shift-Lock only permits shifting out of selector lever position "P", if the transmitter key (A8/1) has been turned into position "circuit 15 ON" and the brake pedal is depressed.

In order to ensure that after parking the vehicle the selector lever is shifted into selector lever position "P", it is only possible to turn the transmitter key (A8/1) towards "0" in this position and to remove it from the electronic ignition switch control unit (N73). The vehicle is secured mechanically by blocking the parking lock gear. In the event of mechanical, electrical or electronic faults selector lever position "P" can be unlocked manually (function of Shift-Lock-Override).

Shift-lock, function - GF27.10-P-2008P

TRANSMISSION 722.6 in MODEL 203, 209, 211, 219

Function

The term shift lock combines the functions which, in addition to the parking brake, offer an additional safeguard for the vehicle to prevent it moving off unintentionally.

Included in this are the functions of locking the selector lever position "P" and locking the ignition switch as well as the park pawl in the transmission.

The Shift-Lock function only permits shifting out of selector lever position "P" when the transmitter key (A8/1) is turned into the position "Ignition: ON" and the brake pedal is pressed.

In order to ensure that, after parking the vehicle, the selector lever is shifted into selector lever position "P", the transmitter key (A8/1) can only be turned towards "0" and removed from the EIS {EZS} control unit (< >) in this position of the selector lever N73 (locking of ignition switch, function).

The vehicle is secured mechanically by blocking the parking lock gear.

Manual unlocking of the selector lever position "P" is possible (function of Shift-Lock override) in the event of electrical, electronic or mechanical problems.

Power transmission, function - GF27.10-P-2009G

TRANSMISSION 722.6 in MODEL 129, 140, 170, 202, 203, 208, 209, 210, 211, 215, 219, 220, 230, 240

Power Transmission Flow In Reverse Gear, Program Selection "W", Function Diagram - Transmission 722.6 (1 Of 2). Scheme 397

The term power transmission refers to the transmission of propulsion power and engine torques. The engine torques are transferred to the drive wheels by means of the mechanical-hydraulic connection between the engine, torque converter and automatic transmission. The torques are converted in the transmission by several planetary gearsets.

Power is transferred in the torque converter via the driven impeller by diverting hydraulic fluid to the turbine wheel, which is connected to the transmission input shaft.

When the torque converter lockup clutch is engaged, power is transmitted via this mechanical connection. Via the gear wheels of the individual planetary gearsets, the torques coming from the torque converter, depending on the gear ratio and shift elements actuated, are passed on to the output shaft with the help of overrunning clutches, multi-disk clutches and brakes.

A reduction of the output speed in the low gears provides lower vehicle speeds with high tractive forces and drive torques at the drive wheels.

Power transmission, function - GF27.10-P-2009N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Power transmission, function

The term power transmission refers to the transmission of propulsion power and engine torques. The engine torques are transferred to the drive wheels by means of the mechanical-hydraulic connection between the engine, torque converter and automatic transmission. The torques are converted in the transmission by several planetary gearsets.

Power is transferred in the torque converter via the driven impeller by diverting hydraulic fluid to the turbine wheel, which is connected to the transmission input shaft.

When the torque converter lockup clutch is engaged, power is transmitted via this mechanical connection. Via the gear wheels of the individual planetary gear set the torques going out from the torque converter, depending on the gear ratio and shift elements actuated, are passed on to the output shaft using multi-disk clutches and multi-disk brakes.

A reduction of the output speed in the low gears provides lower vehicle speeds with high tractive forces and drive torques at the drive wheels.

Kick-down, function - GF27.10-P-2010N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Illustrated on model 230

Kickdown, function

The driver's wish for the maximum vehicle acceleration is met by the kickdown function.

The kick-down function is activated from a pedal travel at the electronic accelerator > approx. 90 %.

Furthermore the driver can detect an increase in pedal effort at the kick-down point. A kick-down simulator (100) is integrated in the electronic accelerator for this purpose.

The "kick-down" signal is recorded by the accelerator pedal sensor (B37), read in by the ME control unit (N3/10) or the CDI control unit (N3/9) and relayed via the class C controller area network bus (engine compartment) (CAN-C) to the fully integrated transmission control (VGS) control unit (Y3/8n4).

On the basis of this information, the fully integrated transmission control (VGS) control unit (Y3/8n4) actuates the control solenoid valves such that upshift and downshift operations take place at increased engine speed to achieve maximum performance.

Kick-down, function - GF27.10-P-2010T

TRANSMISSION 722.6 in MODEL 203 as of 1.6.02, 209, 211, 215, 220, 230 as of 1.6.02, 240

Kick-Down Function Diagram - Transmission 722.6 In Model 203 As Of 1.6.02. Scheme 398

Operation

The driver's wish for the maximum vehicle acceleration is met by the kickdown function.

The kick-down function is activated starting from a pedal travel at the electronic accelerator of more than approx.90%.

Furthermore the driver can detect an increase in pedal effort at the kick-down point. For this purpose a kick-down simulator is integrated in the electronic accelerator.

The kick-down signal is recorded by the pedal value sensor (B37), read in by the ME-SFI control module (N3/10) or CDI (N3/9) control module and passed on to the ETC control module (N15/3).

Based on this information the ETC control module (N15/3) actuates the solenoid valves so that the upshifts and downshifts take place at higher engine speeds in order to achieve maximum performance.

Ignition switch lock, function - GF27.10-P-3003NT

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219

Selector lever position "P"

Identifying Ignition Switch Lock Function Diagram - Selector Lever Position "D", "R", "N". Scheme 399

Selector lever position "D", "R", "N"

The ignition lock mechanism connects the electronic selector lever module control unit (N15/5) with the EIS control unit (N73). It prevents the transmitter key (A8/1) from being withdrawn when the selector lever is not at position "P". When the parking lock is not engaged (selector lever position "D", "R", "N"), the locking valve (60) locks the locking cam (61). The compression spring (62) only pulls the locking valve (60) away from the locking cam (61) in selector lever position "P". The transmitter key (A8/1) can now be turned to position "0" and removed from the ignition.

In addition to the mechanical connection to the EIS control unit (N73), there is an electrical connection to the electric steering lock control unit (N26/5). In selector lever position "P", a load switch establishes the connection from the EIS control unit (N73) to the electric steering lock control unit (N26/5). The contact is closed in selector lever position "P", and forcibly open in all other selector lever positions in order to prevent activation of the electronic steering lock while driving.

Ignition lock locking, function - GF27.10-P-3003T

TRANSMISSION 722.6 in MODEL 209, 211, 219

Identifying Ignition Switch Lock Function Diagram - Selector Lever Position "P". Scheme 400

Selector lever position "P"

Power Flow In 6th Gear Function Diagram - Transmission 722.9. Scheme 401

Selector lever position "D", "R", "N"

Function

The ignition lock mechanism connects the electronic selector lever module control unit (N15/5) with the EIS control unit (N73). It prevents the transmitter key (A8/1) from being withdrawn when the selector lever is not at position "P".

When the parking lock is not engaged (selector lever position "D", "R", "N"), the locking valve (60) locks the locking cam (61). The compression spring (62) only pulls the locking valve (60) away from the locking cam (61) in selector lever position "P". The transmitter key (A8/1) can now be turned to position "0" and removed from the ignition.

In addition to the mechanical connection to the EIS control unit (N73), there is an electrical connection to the electric steering lock control unit (N26/5). In selector lever position "P", a load switch establishes the connection from the EIS control unit (N73) to the electric steering lock control unit (N26/5). The contact is closed in selector lever position "P", and forcibly open in all other selector lever positions in order to prevent activation of the electronic steering lock while driving.

Power flow in 1st gear, function - GF27.10-P-3011G

TRANSMISSION 722.6

Identifying Shift Lock Override - Shows Model 211. Scheme 402

Principle of power transmission in 1st gear

The torque coming from the torque converter is increased and transmitted to the output shaft (5) via the input shaft (1), involving all three planetary gear sets.

The following are not engaged

Front multi-disk clutch (K1)

Center multi-disc clutch (K2)

Center multi-disk brake (B3)

Front planetary gear set

The input shaft (1) drives the internal gear (V4). In drive mode the sun gear (V1) is supported via the locked freewheel F1 and in overrun mode via the engaged front multi-disk brake (B1) in the housing (B1). The planet gears (V2) roll over the fixed sun gear (V1) and provide an increase in torque between the internal gear (V4) and the planet carrier (V3). The planet carrier (V3) moves at reduced speed in the direction of engine rotation.

Rear planetary gear set

The internal gear (H4) turns at a reduced speed because of its mechanical connection to the front planet carrier (H3). The sun gear (H1) is supported via the engaged rear multi-disk brake (B2) and in drive mode via the locked freewheel (F2), in overrun mode via the engaged rear multi-disk clutch (K3) in the housing. The planet gears (H2) roll over the fixed sun gear (H1) and provide an increase in torque between the internal gear (H4) and the planet carrier (H3). The planet carrier (H3) moves at a reduced speed in the direction of engine rotation.

Center planetary gear set

The ring gear (M4) is driven at the same speed as the rear planet carrier (H3) as a result of a mechanical connection. The sun gear (M1) is supported in the housing via the rear multi-disk brake (B2) (M1). The planet gears (M2) roll over the fixed sun gear(M1) and provide an increase in torque between the internal gear (M4) and the planet carrier (M3). The output shaft (5) connected to the planet carrier (M3) turns at a reduced speed in the running direction of the engine.

Power flow in 1st gear, function - GF27.10-P-3011N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Identifying Shift Lock Override - Shows Model 211. Scheme 403

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 1st gear function

The following multi-disk brakes and multi-disk clutches are engaged

1. Multi-disk brake B2 (B2)
2. Multi-disk brake B3 (B3)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

The small internal-geared wheel (5) is driven via the transmission input shaft. The long planet gears (PL2l) drive the short planet gears (PL2k) which roll in the stalled large internal-geared wheel (8). As a result an increased torque and a reduced rpm arise which are transferred to the dual planet carrier (6).

Single rear planetary gear system

The internal-geared wheel (9) rotates at the same speed due to the mechanical connection to the dual planet carrier (6). The planet gears (PL6) roll over the stalled sun gear (11) and transmit the rotary motion to the planet carrier (10).

Single front planetary gear system

The internal-geared wheel (12) has a mechanical connection to the planet carrier (10) and rotates at the same speed. The planet gears (PL9) roll on the stalled sun gear (14) and transfer the increased torque and reduced rotational speed as a result to the transmission output shaft via the planet carrier (13).

The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Power flow in 2nd gear, function - GF27.10-P-3012G

TRANSMISSION 722.6

Principle of power transmission in 2nd gear

Torque from the torque converter is increased via the propeller shaft (1) and the center and rear planetary gearset and transferred to the output shaft (5).

The following are not engaged

Front multi-disk brake (B1)

Center multi-disk brake (B3)

Freewheel F1

Center multi-disk clutch (K2)

Front planetary gear set

The planet carrier (V3) and sun gear (V1) are rigidly connected to each other via the engaged front multi-disk clutch (K1). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the ring gear (V4) and propeller shaft.

Rear planetary gear set

The internal gear (H4) turns at the input speed because of its mechanical connection to the front planet carrier (V3). The sun gear (H1) is supported via the engaged rear multi-disk brake (B2) and in drive mode via the locked freewheel (F2), in overrun mode via the engaged rear multi-disk clutch (K3) in the housing. The planet gears (H2) roll over the fixed sun gear (H1) and provide an increase in torque between the internal gear (H4) and the planet carrier (H3). The planet carrier (H3) moves at a reduced speed in the direction of engine rotation.

Center planetary gear set

The ring gear (M4) is driven at the same speed as the rear planet carrier (H3) as a result of a mechanical connection. The sun gear (M1) is supported in the housing via the rear multi-disk brake (B2). The planet gears (M2) roll over the fixed sun gear (M1) and provide an increase in torque between the internal gear (M4) and the planet carrier (M3). The output shaft (5) connected to the planet carrier (M3) turns at a reduced speed in the running direction of the engine.

Power flow in 2nd gear, function - GF27.10-P-3012N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Power Flow In Reverse Gear, Program Selection "C", Function Diagram - Transmission 722.6 (2 Of 2). Scheme 404

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 2nd gear, function

The following multi-disk brakes and multi-disk clutches are engaged

1. Multi-disk brake B1 (B1)
2. Multi-disk brake B2 (B2)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

The small internal-geared wheel (5) is driven by the transmission input shaft. The long planetary gears (PL2l) roll over the stalled sun gear (7) and transmit the torque increased as a result as well as the rpm reduced as a result to the dual planet carrier (6).

Single rear planetary gear system

The internal-geared wheel (9) rotates at the same speed due to the mechanical connection to the dual planet carrier (6). The planet gears (PL6) roll over the stalled sun gear (11) and transmit the rotary motion to the planet carrier (10).

Single front planetary gear system

The internal-geared wheel (12) has a mechanical connection to the planet carrier (10) and rotates at the same speed. The planet gears (PL9) roll on the stalled sun gear (14) and transfer the increased torque and reduced rotational speed as a result to the transmission output shaft via the planet carrier (13).

The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Power flow in 3rd gear, function - GF27.10-P-3013G

TRANSMISSION 722.6

Principle of power transmission in 3rd gear

Torque from the torque converter is increased via the propeller shaft (1) and the center planetary gearset and transferred to the output shaft (5)." The following are not engaged

Front multi-disk brake (B1)

Center multi-disk brake (B3)

Freewheel F1

Freewheel F2

Rear multi-disk clutch (K3)

Front planetary gear set

The planet carrier (V3) and sun gear (V1) are rigidly connected to each other via the engaged front multi-disk clutch (K1). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the ring gear (V4) and propeller shaft.

Rear planetary gear set

The center multi-disk clutch (K2) is engaged and transmits the input speed of the input shaft (1) to the planet carrier (H3) via the hollow gear (M4). The ring gear (H4) turns in the same way as the planet carrier (H3) due to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and turns as a closed unit.

Center planetary gear set

The hollow gear (M4) rotates at input speed due to the engaged center multi-disk clutch (K2). The sun gear (M1) is supported in the housing via the multi-disk brake (B2). The planet gears (M2) roll over the fixed sun gear (M1) and provide an increase in torque between the internal gear (M4) and the planet carrier (M3). The output shaft (5) connected to the planet carrier (M3) turns at a reduced speed in the running direction of the engine.

Power flow in 3rd gear, function - GF27.10-P-3013N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Power Flow In 7th Gear Function Diagram - Transmission 722.9. Scheme 405

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 3rd gear, function

The following multi-disk brakes and multi-disk clutches are engaged

1. Multi-disk brake B2 (B2)
2. Multi-disk clutch K1 (K1)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

Due to the engaged multi-disk clutch K1 (K1) the components of the Ravigneaux gear set are locked together and pass on the transmission input torque and transmission input speed unchanged to the internal geared wheel (9).

Single rear planetary gear system

The internal-geared wheel (9) drives the planet gears (PL6) an. These roll over the stalled sun gear (11) and transmit the rotary motion to the planet carrier (10).

Single front planetary gear system

The internal-geared wheel (12) has a mechanical connection to the planet carrier (10) and rotates at the same speed.

The planet gears (PL9) roll on the stalled sun gear (14) and transfer the increased torque and reduced rotational speed as a result to the transmission output shaft via the planet carrier (13).

The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Power flow in 4th gear, function - GF27.10-P-3014G

TRANSMISSION 722.6

Identifying Parking Lock Gear And Park Pawl Mechanism - Transmission 722.6. Scheme 406

Principle of power transmission in 4th gear

The direct drive ratio of the 4th gear (i=1) means that there is no torque and speed conversion. Power is transferred from the propeller shaft (1) to the output shaft (5) via three locked planetary gearsets (5). The following are not engaged

Front multi-disk brake (B1)

Rear multi-disk brake (B2)

Center multi-disk brake (B3)

Freewheel F1

Freewheel F2

Front planetary gear set

The planet carrier (V3) and sun gear (V1) are rigidly connected with each other via the engaged front multi-disk clutch (K1). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the ring gear (V4) and propeller shaft.

Rear planetary gear set

The center multi-disk clutch (K2) is engaged and transmits the input speed of the input shaft (1) to the planet carrier (H3) via the hollow gear (M4). The ring gear (H4) turns in the same way as the planet carrier (H3) due to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and turns as a closed unit.

Center planetary gear set

The hollow gear (M4) rotates at input speed due to the engaged center multi-disk clutch (K2). The rear multi-disk clutch (K3) connects the sun gears of the center planetary gear set (M1) and the rear planetary gear set (H1). The planetary gearset is locked by the same speeds of the ring gear (M4) and the sun gear (M1) and it turns as a closed unit.

Power flow in 4th gear, function - GF27.10-P-3014N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 4th gear, function

The following multi-disk brakes and multi-disk clutches are engaged

1. Multi-disk brake B2 (B2)
2. Multi-disk clutch K1 (K1)
3. Multi-disk clutch K2 (K2)

Ravigneaux gear set

Due to the engaged multi-disk clutch K1 (K1) the components of the Ravigneaux gear set are locked together and pass on the transmission input torque and transmission input speed unchanged to the internal geared wheel (9).

Single rear planetary gear system

The rpm of the ring gear (9) and ring gear (12) is the same due to the engaged multi-disk clutch K2 (K2). As a result the single rear planetary gear system is locked and not actively involved in the gear ratio.

Single front planetary gear system

Due to the engaged multi-disk clutch K2 (K2) the internal-geared wheel (12) is driven at transmission input speed. The planet gears (PL9) roll on the stalled sun gear (14) and transfer the increased torque and reduced rotational speed as a result to the transmission output shaft via the planet carrier (13).

The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Power flow in 5th gear, function - GF27.10-P-3015G

TRANSMISSION 722.6

Identifying Park Pawl - Design (Transmission 722.6). Scheme 407

Principle of power transmission in 5th gear

Torque from the torque converter is increased via the propeller shaft (1) and all three planetary gearsets and transferred to the output shaft (5).

The following are not engaged

Rear multi-disk brake (B2)

Center multi-disk brake (B3)

Freewheel F2

Front multi-disk clutch (K1)

Front planetary gear set

The input shaft (1) drives the internal gear (V4). In drive mode the sun gear (V1) is supported via the locked freewheel (F1) and in overrun mode in the housing via the engaged front multi-disk brake (B1). The planet gears (V2) roll over the fixed sun gear (V1) and provide an increase in torque between the internal gear (V4) and the planet carrier (V3). The planet carrier (V3) moves at reduced speed in the direction of engine ration.

Rear planetary gear set

The center multi-disk clutch (K2) is engaged and transmits the input speed of the input shaft (1) to the planet carrier (H3) via the hollow gear (M4). The internal gear (H4) turns at a reduced speed because of its mechanical connection to the front planet carrier (V3). The planet gears (H2) turn between the ring gear (H4) and the sun gear (H1). The sun gear (H1) moves at increased speed in the direction of engine rotation.

Center planetary gear set

The hollow gear (M4) rotates at input speed due to the engaged center multi-disk clutch (K2). The rear multi-disk clutch (K3) transmits a higher speed to the sun gear (M1) due to the connection to the sun gear (H1). The planet gears (M2) turn between the ring gear (M4) and the sun gear (M1). The speed of the planet carrier (M3) and the output shaft connected to the planet carrier (5) lies between that of the ring gear (M4) and the sun gear(M1). This provides a step-up ratio.

Power flow in 5th gear, function - GF27.10-P-3015N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Identifying Parking Pawl Gear And Park Pawl Mechanism - Transmission 722.9. Scheme 408

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 5th gear, function

The following multi-disk clutches are engaged

1. Multi-disk clutch K1 (K1)
2. Multi-disk clutch K2 (K2)
3. Multi-disk clutch K3 (K3)

The power flow runs from the transmission input shaft at the input (A) of the automatic transmission (AG) via the locked Ravigneaux gear set and the locked front single planetary gear set to the output (B). The transmission output shaft rotates at the transmission input speed in the direction of rotation of the engine.

Power flow in reverse gear, program selection "W", function - GF27.10-P-3016G

TRANSMISSION 722.6 in MODEL 129, 140, 170, 202, 203 up to 31.5.03, 208, 209.3 up to 31.5.03, 210, 211 up to 31.8.03, 215, 220 up to 31.8.02, 230 up to 31.8.03

Power Transmission Flow In Reverse Gear, Program Selection "W", Function Diagram - Transmission 722.6 (2 Of 2). Scheme 409

Principle of power flow in reverse gear

Program selection "W"

Torque from the torque converter is increased via the drive shaft (1)

Torque from the torque converter is increased via the drive shaft (1) and the center planetary gearset and rear planetary gearset and transferred with reversed direction of rotation to the output shaft (5).

The following components are not engaged

1. Front multi-disk brake (B1)
2. Rear multi-disk brake (B2)
3. Freewheel (F1)
4. Freewheel (F2)
5. Center multi-disk clutch (K2)

Front planetary gearset

The planet carrier (V3) and sun gear (V1) are rigidly connected via the engaged front multi-disk clutch (K1). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the internal-geared wheel (V4) and drive shaft (1).

Rear planetary gearset

The engaged center multi-disk brake (B3) holds the planet carrier (H3) against the housing. The internal geared wheel (H4) turns at the input speed because of its mechanical connection with the locked planet carrier (V3). The planet gears (H2) turn between the internal-geared wheel (H4) and the sun gear (H1). The direction is reversed by the fixed planet carrier (H3) so that the sun gear (H1) turns in the opposite direction to the running direction of the engine.

Center planetary gearset

The internal geared wheel (M4) is held against the housing by the center multi-disk brake (B3) via the mechanical connection with the planet carrier (H3). The sun gear (M1) turns backwards due to the engaged rear multi-disk clutch K3. The planet gears (M2) turn on the fixed internal-geared wheel (M4) and increase the torque from the sun gear (M1) to the planet carrier (M3). The output shaft (5) connected to the planet carrier (M3) turns at a reduced speed in the opposite direction to the running direction of the engine.

Function of power flow in reverse gear Function of program selection "S" - GF27.10-P-3017G

TRANSMISSION 722.6 in MODEL 129, 140, 170, 202, 203, 208, 209, 210, 211, 215, 219, 220, 230, 240

Power Transmission Flow In Reverse Gear Function Of Program Selection "S" Diagram - Transmission 722.6 (1 Of 2). Scheme 410

Power Transmission Flow In Reverse Gear Function Of Program Selection "S" Diagram - Transmission 722.6 (2 Of 2). Scheme 411

Principle of power transmission in reverse gear

Program selection "S"

Torque from the torque converter is increased via the propeller shaft (1) and all three planetary gearsets and transferred with reversed direction of rotation to the output shaft (5).

The following are not engaged

1. Rear multi-disk brake (B2)
2. Freewheel F2
3. Front multi-disk clutch (K1)

Front planetary gear set

The input shaft (1) drives the internal gear (V4). In drive mode the sun gear (V1) is supported via the locked freewheel (F1) and in overrun mode in the housing via the engaged front multi-disk brake (B1). The planetary gears (V2) roll on the stationary internal gear (V1) and ensure a torque increase from the sun gear (V4) to the planet carrier (V3). The planet carrier (V3) moves at reduced speed in the direction of engine rotation.

Rear planetary gear set

The planet carrier (H3) is held securely in the housing due to the engaged center multi-disk brake. (B3) The internal gear (H4) turns at a reduced speed because of its mechanical connection to the front planet carrier (V3). The planet gears (H2) turn between the ring gear (H4) and the sun gear (H1). The direction is reversed due to the securely held planet carrier (H3) so that the sun gear (H1) rotates in the opposite direction to the engine.

Center planetary gear set

The hollow gear (M4) is held securely in the housing by the center multi-disk brake (B3) via the mechanical connection to the planet carrier (H3). The sun gear (M1) rotates backwards due to the engaged rear multi-disk clutch (K3). The planetary gears (M2) roll on the stationary internal gear (M4) and ensure a torque increase from the sun stationary internal gear (M4) and ensure a torque increase from the sun gear (M1) to the planet carrier (M3). The output shaft (5) connected to the planet carrier (M3) turns at a reduced speed in the opposite direction to the running direction of the engine.

Function of power flow in reverse gear Function of program selection" S" - GF27.10-P-3017N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Power Flow In Reverse Gear Function Diagram - Transmission 722.9. Scheme 412

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in reverse gear, program selection "S", function

The following multi-disk brakes and multi-disk clutches are engaged

1. BR multi-disk brake BR
2. Multi-disk brake B1 (B1)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

The small internal-geared wheel (5) is driven by the transmission input shaft. The long planet gears (PL2l) roll over the stalled sun gear (7) and transmit the increased torque and reduced rotational speed as a result to the dual planet carrier (6).

Single rear planetary gear system

The internal-geared wheel (9) rotates at the same speed due to the mechanical connection to the dual planet carrier (6). The planet gears (PL6) roll on the sun gear (11). The sun gear (11) reverses its direction due to the stalled planet carrier (10).

Single front planetary gear system

There is a connection between the sun gear (14) and sun gear (11) via the engaged multi-disk clutch K3 (K3). As a result sun gear (14) rotates at the same speed and direction of rotation as the sun gear (11) and drives the planet gears (PL9). The increased torque and reduced rotational speed as a result are transmitted via the planet carrier (13) to the transmission output shaft.

The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Locking of selector lever position "P", function - GF27.10-P-3020NT

TRANSMISSION 722.9 in MODEL 211, 219

Locking Of Selector Lever Position "P" Function Diagram. Scheme 413

Function of locking of selector lever position "P"

One of the functions of the shift lock is to lock the selector lever in position "P". The selector lever is locked electronically.

The selector lever remains locked in position "P" when the brake is not pressed or no voltage supply (circuit 87) of the electronic selector lever module control unit (N15/5) is available.

As of "circuit 15 ON" the electronic selector lever module control unit (N15/5) actuates the R/P blocking magnets (89) when the brake pedal is pressed and therefore the stop lamp switch (S9/1) is actuated and when selector lever position "P" is detected.

The R/P locking magnet (89) releases the selector lever thus allowing the selector lever to be moved away from position "P".

Locking of selector lever position "P", function - GF27.10-P-3020P

TRANSMISSION 722.6 in model 203.0 up to 31.7.01, 211, 219

Shown in Model 203

Locking Of Selector Lever Position "P" Function Diagram (Model 203.0 Up To 31.7.01, 211, 219) - Shown In Model 203. Scheme 414

Function

One of the functions of the shift lock is to lock the selector lever in position "P". The selector lever is locked electronically.

The selector lever remains locked in position "P", when the brake is not operated or the electronic selector lever module control unit (N15/5) is not supplied with voltage.

As of "circuit 15 ON" the electronic selector lever module control unit (N15/5) actuates the R/P locking solenoids, when selector lever position "P" is detected and the brake pedal and thus the stop lamp switch (S9/1) is operated.

The R/P locking magnet (89) releases the selector lever thus allowing the selector lever to be moved away from position "P".

Power flow in 6th gear, function - GF27.10-P-3021N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 6th gear, function

The following multi-disk brakes and multi-disk clutches are engaged

1. Multi-disk brake B1 (B1)
2. Multi-disk clutch K2 (K2)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

The small internal-geared wheel (5) is driven by the transmission input shaft. The long planet gears (PL2l) roll over the stalled sun gear (7) and transmit the increased torque and reduced rotational speed as a result to the dual planet carrier (6).

Rear single planetary gear system

The internal-geared wheel (9) rotates at the same speed due to the mechanical connection to the dual planet carrier (6). The planet gears (PL6) transmit the rotary motion to the sun gear (11). Sun gear (11) passes on the rotational speed to sun gear (14) via the closed multidisk clutch K3 (K3).

Single front planetary gear system

The transmission input torque and transmission input speed are transmitted to the internal-geared wheel (12) by the closed multi-disk clutch K2 (K2). An increased rpm and a reduced torque occurs due to the rpm difference between the sun gear (14) and the ring gear (12). These are passed on via the planet carrier (13) to the transmission output shaft.

The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Shift lock override, function - GF27.10-P-3023NT

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219

Shows model 211

If it is not possible to engage a drive position from selector lever position "P" due to a mechanical, electrical or electronic fault, the selector lever position "P" lock can be released using the shift lock override function.

This involves unclipping the stowage compartment in the center console and pressing (arrow) on the lever (2) by inserting a suitable tool (1) through the guide beneath this. The selector lever position "P" lock is released via a bolt in the lock solenoid valve. The selector lever can be shifted through simultaneous actuation of the lever (2) and selector lever from selector lever position "P".

Shift lock override, function - GF27.10-P-3023T

TRANSMISSION 722.6 in MODEL 211, 219

Shows model 211

Function

Should it not be possible to engage drive position from selector lever position "P" due to electrical, electronic or mechanical faults, then the locking of selector lever position "P" can be unclocked with the Shift-Lock-Override function. For this purpose the stowage compartment in the center console must be unclipped and pressure is applied to the lever (2) through the guide underneath using a suitable tool (1) (arrow).

The selector lever position "P" lock is released via a bolt in the lock solenoid valve. The selector lever can be moved from position "P" by simultaneously operating the lock lever.

Oil level control, function - GF27.10-P-3024G

TRANSMISSION 722.6

Operation

The oil level control system seals the opening between the oil gallery and gearset chamber so that the rotating gearsets do not splash about in oil as the oil level rises. The oil level control reduces power loss and prevents oil from being thrown out of the transmission housing at high oil temperatures.

Oil level control, function - GF27.10-P-3024N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The oil level control seals the openings between the oil chamber and gear seat chamber so that the rotating gear sets do not churn in the oil as the oil level increases.

The oil level control reduces power loss and prevents oil from being thrown out of the transmission housing at high oil temperatures.

Power flow in reverse gear, program selection" C", function - GF27.10-P-3025G

TRANSMISSION 722.6 in model 203, 209.3 as of 1.6.03, 209.4, 211 as of 1.9.03, 215 as of 1.9.02, 219, 220 as of 1.9.02, 230 as of 1.9.03, 240

Power Flow In Reverse Gear, Program Selection "C", Function Diagram - Transmission 722.6 (1 Of 2). Scheme 415

Principle of power transmission in reverse gear

Program selection "C"

Torque from the torque converter is increased via the drive shaft (1) and the center planetary gearset and rear planetary gearset and transferred with reversed direction of rotation to the output shaft (5).

The following are not engaged

1. Front multi-disk brake (B1)
2. Rear multi-disk brake (B2)
3. Freewheel (F1)
4. Freewheel (F2)
5. Center multi-disk clutch (K2)

Front planetary gear set

The planet carrier (V3) and sun gear (V1) are rigidly connected to each other via the engaged front multi-disk clutch (K1). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the ring gear (V4) and propeller shaft.

Rear planetary gear set

The planet carrier (H3) is held securely in the housing due to the engaged center multi-disk brake (B3). The internal geared wheel (H4) turns at the input speed because of its mechanical connection with the locked planet carrier (V3). The planet gears (H2) turn between the ring gear (H4) and the sun gear (H1). The direction is reversed due to the securely held planet carrier (H3) so that the sun gear (H1) rotates in the opposite direction to the engine.

Center planetary gear set

The hollow gear (M4) is held securely in the housing by the center multi-disk brake (B3) via the mechanical connection to the planet carrier (H3). The sun gear (M1) rotates backwards due to the engaged rear multi-disk clutch (K3). The planetary gears (M2) roll on the stationary internal gear (M4) and ensure for a torque increase from the sun gear (M1) to the planet carrier (M3). The output shaft (5) connected to the planet carrier (M3) turns at a reduced speed in the opposite direction to the running direction of the engine.

Power flow in reverse gear, program selection" C", function - GF27.10-P-3025N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Power Flow In Reverse Gear, Program Selection "C" Function Diagram - Transmission 722.9. Scheme 416

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in reverse gear, program selection" C", function

The following multi-disk brakes and multi-disk clutches are engaged

1. BR multi-disk brake BR
2. Multi-disk brake B3 (B3)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

The small internal-geared wheel (5) is driven via the transmission input shaft. The long planet gears (PL2l) drive the short planet gears(PL2k) which roll in the stalled large internal-geared wheel (8). The increased torque and reduced rotational speed as a result are transmitted to the dual planet carrier (6).

Single rear planetary gear system

The internal-geared wheel (9) rotates at the same speed due to the mechanical connection to the dual planet carrier (6). The planet gears (PL6) roll on the sun gear (11). The sun gear (11) reverses its direction due to the stalled planet carrier (10).

Single front planetary gear system

There is a connection between the sun gear (14) and sun gear (11) via the engaged multi-disk clutch K3 (K3). As a result sun gear (14) rotates at the same speed and direction of rotation as the sun gear (11) and drives the planet gears (PL9). The increased torque and reduced rotational speed as a result are transmitted via the planet carrier (13) to the transmission output shaft. The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Power flow in 7th gear, function - GF27.10-P-3026N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The Ravigneaux gear set consists of the following components

1. Short planet gears (PL2k)
2. Long planet gears (PL2l)
3. Small internal-geared wheel (5)
4. Dual planet carrier (6)
5. Sun gear (7)
6. Large internal-geared wheel (8)

The single front planetary gear system consists of the following components

1. Planet gears (PL9)
2. Internal-geared wheel (12)
3. Planet carrier (13)
4. Sun gear (14)

The single rear planetary gear system consists of the following components

1. Planet gears (PL6)
2. Internal-geared wheel (9)
3. Planet carrier (10)
4. Sun gear (11)

Power flow in 7th gear function

The following multi-disk brakes and multi-disk clutches are engaged

1. Multi-disk brake B3 (B3)
2. Multi-disk clutch K2 (K2)
3. Multi-disk clutch K3 (K3)

Ravigneaux gear set

The small internal-geared wheel (5) is driven via the transmission input shaft. The long planet gears (PL2l) drive the short planet gears (PL2k) which roll in the stalled large internal-geared wheel (8). The increased torque and reduced rotational speed as a result are transmitted to the dual planet carrier (6).

Single rear planetary gear system

The internal-geared wheel (9) rotates at the same speed due to the mechanical connection to the dual planet carrier (6). The planet gears (PL6) transmit the rotary motion to the sun gear (11). Sun gear (11) passes on the rotational speed to sun gear (14) via the closed multidisk clutch K3 (K3).

Single front planetary gear system

The transmission input torque and transmission input speed are transmitted to the internal-geared wheel (12) by the closed multi-disk clutch K2 (K2). An increased rpm and a reduced torque occurs due to the rpm difference between the sun gear (14) and the ring gear (12). These are passed on via the planet carrier (13) to the transmission output shaft. The transmission output shaft therefore rotates in the direction of rotation of the engine at reduced rpm relative to the transmission input shaft.

Park pawl, function - GF27.10-P-5100-02GA

Transmission 722.6 in models 163, 170, 202, 208, 210 with touch shift Transmission 722.6 in models 171.4, 203, 209, 211, 215, 219, 220, 230, 240

Identifying Park Pawl Function (With Touch Shift). Scheme 417

In selector lever position "P" the cone (42) moves between the park detent (43) and pilot bushing (40). The parking lock pawl (43) is therefore pushed against the parking lock gear (4). If the tooth of the parking lock pawl (43) does not engage in a tooth space when the vehicle is stationary, but rather touches a tooth of the parking lock gear (4), the cone (42) is pre-tensioned by the spring (41) and positioned ready for operation. If the parking lock gear (4) continues to turn, the parking lock pawl (43) engages in the next tooth space.

To prevent damage due to misuse, the intervals between the tooth gaps are such that the park detent (43) can only engage when the vehicle is stationary or crawling at low speed. If the vehicle rolls faster, the shape of the teeth prevents the parking lock pawl (43) from engaging

Park pawl, design - GF27.10-P-5100-03GA

Transmission 722.6 in models 163, 170, 202, 208, 210 with touch shift Transmission 722.6 in models 171.4, 203, 209, 211, 215, 219, 220, 230, 240

Park pawl, function - GF27.10-P-5100-02N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Identifying Park Pawl Gear And Detent Plate - Transmission 722.9. Scheme 418

In selector lever position "P" the cone (42) moves between the park detent (43) and pilot bushing (40). The parking lock pawl (43) is therefore pushed against the parking lock gear (4). If the tooth of the parking lock pawl (43) does not engage in a tooth space when the vehicle is stationary, but rather touches a tooth of the parking lock gear (4), the cone (42) is pre-tensioned by the spring (41) and positioned ready for operation. If the parking lock gear (4) continues to turn, the parking lock pawl (43) engages in the next tooth space.

To prevent damage due to misuse, the intervals between the tooth gaps are such that the park detent (43) can only engage when the vehicle is stationary or crawling at low speed. If the vehicle rolls faster, the shape of the teeth prevents the parking lock pawl (43) from engaging.

Park pawl, design - GF27.10-P-5100-03N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Identifying Park Pawl Gear And Detent Plate - Transmission 722.9. Scheme 419

Float, function - GF27.10-P-5107-04G

Transmission 722.6

Identifying Float Function. Scheme 420

Function

With low oil levels, the lubricating oil which flows constantly out of the gearset, flows back to oil gallery (A) though the opening (46). If the oil level rises, the oil presses the float (45) against the housing.

The float (45) therefore separates the oil gallery (A) from the gearset chamber (B). The lubricating oil which continues to flow out of the gearsets is thrown against the housing wall, incorporated by the rotating parts and flows back into the oil gallery (A) through the upper opening (arrow).

Upshift/downshift solenoid valve, design - GF27.19-P-4006-03G

Transmission 722.6

Design - Upshift/Downshift Solenoid Valve. Scheme 421

Structure

The shift solenoid valves (Y3/6y3, Y3/6y4, Y3/6y5) are sealed to the valve housing of the shift plate (2a) by two O-rings (34, 35)(2a).

The contact springs (32) on the shift solenoid valves (Y3/6y3, Y3/6y4, Y3/6y5) engage in a slot in the conductor tracks (33). The force of the contact spring (32) ensures safe contacts.

Upshift/downshift solenoid valve, function - GF27.19-P-4006-04G

Transmission 722.6

Identifying Upshift/Downshift Solenoid Valve Function. Scheme 422

Operation

If a shift solenoid valve (Y3/6y3, Y3/6y4, Y3/6y5) is actuated via the ETC control module (N15/3), it opens and directs the control pressure (p-SV) to the command valve assigned (31).

The respective shift solenoid valve (Y3/6y3, Y3/6y4, Y3/6y5) remains actuated and therefore open until the shift process is completed. The shift pressure (p-SV) to the command valve is reduced to zero as soon as the respective shift solenoid valve (Y3/6y3, Y3/6y4, Y3/6y5) is switched de-energized.

ETC control unit, task - GF27.19-P-4012-02T

TRANSMISSION 722.6 in MODEL 211 up to 31.05.04

ETC Control Unit Task Diagram - Transmission 722.6 In Model 211 Up To 31.05.04. Scheme 423

ETC Control Unit Task Diagram - Shows Model 211.065. Scheme 424

Shows model 211.065

The ETC control unit (N15/3) measures the current operating state of the vehicle and controls all shifting operations taking the ease of shifting and driving situation into consideration.

It receives input signals as operating data from the

1. Starter lockout contact (Y3/6s1)
2. Transmission oil temperature sensor (Y3/6b1)
3. RPM sensor 2 (Y3/6n2)
4. Rpm sensor 3 (Y3/6n3)

In addition there is a connection to the following via the Controller Area Network bus Class C (engine compartment) (CAN-C)

1. Instrument cluster (A1)
2. ME-SFI control unit (N3/10) or CDI control unit (N3/9)
3. Electronic selector lever module control unit (N15/5)
4. ESP, SPS [PML] and BAS control unit (N47-5)
5. DTR control unit (N63/1)
6. EIS [EZS] control unit (N73)
7. Central gateway control unit (N93)

The ETC control unit (N15/3) controls the solenoid valves for modulating and shift pressure and for shifting gears.

The necessary pressure in relation to the torque to be transmitted, is computed from all the input signals.

The following information from other systems is processed in so doing.

Motor electronics control unit (N3/10) or CDI control unit (N3/9)

1. Request: start off in 1st gear
2. Request: Active downshift
3. Request: status of torque converter lockup clutch
4. Limp-home mode
5. Cruise control operating
6. Speed limiter active
7. Engine status
8. Engine oil status
9. Specified torque
10. Starter running
11. Idle speed

1. Shift curve offset
2. Pedal value
3. Inertia fuel shutoff
4. Targeted gear
5. Kick-down

Electronic selector lever module control unit (N15/5)

1. Selector lever position
2. Transmission mode switch (S16/5)
3. Locking solenoid energized

Electronic ignition switch control unit (N73)

1. Refrigerant compressor (A9) ON
2. Circuit 50 engine start switch (circuit 50)

Central gateway control unit N93

1. Request: diagnosis

ESP, SPS [PML] and BAS control unit (N47-5)

1. Request: gearshift in "N"
2. Request: targeted gear
3. Request: Active downshift
4. Torque request
5. Stop lamp switch (S9/1)
6. Wheel speeds
7. Braking torque
8. Lateral acceleration
9. Shift curve offset
10. Cruise control OFF
11. Parking brake operated
12. System status

The following information is output to other systems.

Instrument cluster (A1)

1. Transmission mode selection at transmission mode switch (S16/5)
2. Selector lever position

Motor electronics control unit (N3/10) or CDI control unit (N3/9)

1. Request: engine torque
2. Limp-home
3. Starter release
4. Engine emergency stop
5. Transmission variant
6. Actual gear engaged/target gear
7. Transmission mode selection at transmission mode switch (S16/5)
8. Torque converter lockup clutch status
9. Selector lever position
10. Kick-down

Electronic ignition switch control unit (N73)

1. Selector lever position

ESP, SPS [PML] and BAS control unit (N47-5)

1. Kick-down
2. Transmission variant
3. Actual gear engaged/target gear

DTR control unit (N63/1)

1. Kick-down
2. Transmission variant
3. Actual gear engaged/target gear
4. Wheel torque factor

Central gateway control unit N93

1. Transmission oil temperature
2. Transmission variant
3. Selector lever position
4. Diagnosis

ETC control unit, task - GF27.19-P-4012-02TX

TRANSMISSION 722.6 in MODEL 211 as of 01.06.04

ETC Control Unit Task Communication Diagram. Scheme 425

ETC Control Unit Task Communication Diagram (Shows Model 211.076). Scheme 426

Shows model 211.076

The ETC control unit (N15/3) measures the current operating state of the vehicle and controls all shifting operations taking the ease of shifting and driving situation into consideration.

It receives input signals as operating data from the

1. Starter lockout contact (Y3/6s1)
2. Transmission oil temperature sensor (Y3/6b1)
3. RPM sensor 2 (Y3/6n2)
4. Rpm sensor 3 (Y3/6n3)

In addition there is a connection to the following via the Controller Area Network bus Class C (engine compartment) (CAN-C)

1. Instrument cluster (A1)
2. ME-SFI control unit (N3/10) or CDI control unit (N3/9)
3. Electronic selector lever module control unit (N15/5)
4. ESP, SPS [PML] and BAS control unit (N47-5)
5. DTR control unit (N63/1)
6. EIS [EZS] control unit (N73)
7. Steering column module (N80)
8. Central gateway control unit (N93)

The ETC control unit (N15/3) controls the solenoid valves for modulating and shift pressure and for shifting gears. 108 of 403

The necessary pressure in relation to the torque to be transmitted, is computed from all the input signals.

The following information from other systems is processed in so doing.

Motor electronics control unit (N3/10) or CDI control unit (N3/9)

1. Request: start off in 1st gear
2. Request: Active downshift
3. Request: status of torque converter lockup clutch
4. Limp-home mode
5. Cruise control operating
6. Speed limiter active
7. Engine status
8. Engine oil status
9. Specified torque
10. Starter running
11. Idle speed
12. Shift curve offset
13. Pedal value
14. Inertia fuel shutoff
15. Targeted gear
16. Kick-down

Electronic selector lever module control unit (N15/5)

1. Selector lever position
2. Transmission mode switch (S16/5)
3. Locking solenoid energized

ESP, SPS [PML] and BAS control unit (N47-5)

1. Request: gearshift in "N"
2. Request: targeted gear
3. Request: Active downshift
4. Torque request
5. Stop lamp switch (S9/1)
6. Wheel speeds
7. Braking torque
8. Lateral acceleration
9. Shift curve offset
10. Cruise control OFF
11. Parking brake operated
12. System status

Electronic ignition switch control unit (N73)

1. Refrigerant compressor (A9) ON
2. Circuit 50 engine start switch (circuit 50)

Steering column module (N80) (approachable 211 with code (428a) steering wheel shift buttons)

1. Left steering wheel gear shifter (S110/2)
2. Right steering wheel gear shifter (S111/2)

Steering column module (N80) (models 211.076/276)

1. Steering wheel gear shifter MINUS (S110/1)
2. Steering wheel gear shifter PLUS (S111/1)

Central gateway control unit N93

1. Request: diagnosis

The following information is output to other systems.

Instrument cluster (A1)

1. Transmission mode selection at transmission mode switch (S16/5)
2. Selector lever position

Motor electronics control unit (N3/10) or CDI control unit (N3/9)

1. Request: engine torque
2. Limp-home
3. Starter release
4. Engine emergency stop
5. Transmission variant
6. Actual gear engaged/target gear
7. Transmission mode selection at transmission mode switch (S16/5)
8. Torque converter lockup clutch status
9. Selector lever position
10. Kick-down

ESP, SPS [PML] and BAS control unit (N47-5)

1. Kick-down
2. Transmission variant
3. Actual gear engaged/target gear

DTR control unit (N63/1)

1. Kick-down
2. Transmission variant
3. Actual gear engaged/target gear
4. Wheel torque factor

Electronic ignition switch control unit (N73)

1. Selector lever position

Central gateway control unitN93

1. Transmission oil temperature
2. Transmission variant
3. Selector lever position
4. Diagnosis

VGS [fully integrated transmission control], task - GF27.19-P-4013-02NT

Transmission 722.9 in model 211, except code (428) Steering wheel shift buttons

Model 463.303/340/341

Input and output signals

VGS [Fully Integrated Transmission Control] Task Communication Diagram - Input And Output Signals. Scheme 427

VGS [Fully Integrated Transmission Control] Task Communication Diagram (Shown Up To 31.5.04 With M 113). Scheme 428

Shown up to 31.5.04 with M 113, with code (219) Distronic (DTR)

Task

The fully integrated transmission control (VGS) control unit (Y3/8n4) determines the instantaneous operating condition of the vehicle and actuates all gear change sequences taking ease of shifting and driving situation into consideration.

It receives operating data as transmission-internal input signals from the

1. Selection range sensor (VGS) (Y3/8s1)
2. Transmission oil temperature sensor (VGS) (Y3/8s2), which is integrated into the fully integrated transmission control (VGS) control unit (Y3/8n4)
3. Turbine speed sensor (VGS) (Y3/8n1)
4. Internal speed sensor (VGS) (Y3/8n2)
5. Output speed sensor (VGS) (Y3/8n3)

In addition via the Controller Area Network bus class C (engine compartment) (CAN-C) there is a connection to the

1. Instrument cluster (A1)
2. CDI control unit (N3/9), with OM 642, OM 629
3. CDI control unit (N3/10), except OM 642, OM 629
4. Electronic selector lever module control unit (N15/5)
5. ESP, SPS [PML] and BAS control unit (N47-5)
6. DTR control unit (N63/1) up to 31.5.04 or DTR controller unit (A89) as of 1.6.04, with code (219) Distronic (DTR)
7. EIS [EZS] control unit (N73)
8. Central gateway control unit (N93)

The fully integrated transmission control (VGS) control unit (Y3/8n4) actuates the following control solenoid valves depending on the processed input signals

1. Working pressure control solenoid valve (VGS) (Y3/8y1), for load-dependent and gear-specific operating pressure control
2. Clutch control solenoid valve K1 (VGS) (Y3/8y2)
3. Clutch control solenoid valve K2 (VGS) (Y3/8y3)
4. Clutch control solenoid valve K3 (VGS) (Y3/8y4)
5. Brake control solenoid valve B1 (VGS) (Y3/8y5)
6. Brake control solenoid valve B2 (VGS) (Y3/8y6), which also actuates the BR multi-disk brake for reverse gear
7. Brake control solenoid valve B3 (VGS) (Y3/8y7)
8. Torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8)

This involves the processing of the following data from other systems

CDI control unit (N3/9), with OM 642, OM 629

1. Start-off in 1st gear, aids engine warm-up
2. Shift line displacement, aids engine warm-up
3. Shift line displacement, dependent on load condition of diesel particulate filter (DPF), a heavily loaded DPF results in slightly lower upshift speed for full-load and kick-down upshifts
4. Specified gear, lower/upper limit, aids engine warm-up
5. Engine coolant temperature, used as substitute value in event of malfunction in transmission oil temperature sensor (VGS) (Y3/8s2)
6. Engine oil temperature, shift limitation is canceled
7. Emergency operation of the common rail diesel injection, the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
8. Requirement torque for Electronic Stability Program (Electronic-Stability-Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
9. Kickdown
10. Pedal value
11. Request for torque converter lockup clutch "OPEN" during heating up phase of engine, increase in engine speed
12. Engine speed, for slip calculation of torque converter lockup clutch and for start of pressure calculation by fully integrated transmission control (VGS) control unit (Y3/8n4)
13. Engine-speed limitation function active, adaptations are deactivated in the fully integrated transmission control (VGS) control unit (Y3/8n4)
14. Engine torque

ME control unit (N3/10), except OM 642, OM 629

1. Shift curve offset for heating up the catalytic converter
2. Starting off in 1st gear to heat up the catalytic converter
3. Active downshift for heating up the catalytic converter (TWC)
4. Specified gear, and lower/upper limit for heating up the catalytic converter
5. Emergency operation of the ME fuel injection and ignition system (motor electronics) (ME), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
6. Cruise control controls, a special shifting strategy for cruise control mode is filed in the fully integrated transmission control (VGS) control unit (Y3/8n4)
7. Engine coolant temperature, used as substitute value in event of malfunction in transmission oil temperature sensor (VGS) (Y3/8s2)
8. Requirement torque for Electronic Stability Program (Electronic-Stability-Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
9. Engine oil temperature, shift limitation is canceled
10. Kickdown
11. Pedal value
12. Request for torque converter lockup clutch "Open" in the heating up phase of the catalytic converter, to increase engine speed
13. Engine idle specified speed for the actuation of the torque converter lockup clutch
14. Engine speed, for slip calculation of torque converter lockup clutch and for start of pressure calculation by fully integrated transmission control (VGS) control unit (Y3/8n4)
15. Engine-speed limitation function active, adaptations are deactivated in the fully integrated transmission control (VGS) control unit (Y3/8n4)
16. Engine torque

Electronic selector lever module control unit (N15/5)

1. Selector lever position
2. Transmission mode switch (S16/5)

ESP, SPS [PML] and BAS control unit (N47-5)

1. Signal from stop lamp switch (S9/1), change of shift strategy, brake the vehicle, the fully integrated transmission control (VGS) shifts down earlier
2. Adjusted brake torque, change of shift strategy, brake the vehicle, the fully integrated transmission control shifts down earlier
3. Wheel speeds and direction of rotation, substitute values in event of malfunction of output speed sensor (VGS) (Y3/8n3)
4. ESP request shift into "N" (neutral), power flow interruption, transmission/rear axle
5. Vehicle lateral acceleration at center of gravity, adaptation of shift strategy, detection of dynamic driving style

DTR control unit (N63/1) up to 31.5.04 or DTR controller unit (A89) as of 1.6.04, with code (219) Distronic (DTR)

1. Shift line displacement, brake the vehicle, the fully integrated transmission control shifts down earlier
2. Active downshift, brake the vehicle, the fully integrated transmission control shifts down earlier.

EIS control unit (N73)

1. Refrigerant compressor (A9) ON
2. Circuit 50, influencing fault memory
3. Torque requirement of refrigerant compressor (A9),torque correction

Central gateway control unit (N93)

1. Refrigerant compressor (A9) ON
2. Circuit 50
3. Torque requirement of refrigerant compressor (A9),torque correction

The following information is passed to other systems

Instrument cluster (A1)

1. Selector lever position for gear indicator (A1p12)
2. Program selection on transmission mode switch (S16/5) for transmission mode display (A1p16)

CDI control unit (N3/9), with OM 642, OM 629

1. Engine torque requests, engine intervention when shifting
2. Starting release in selector lever position "P", "N"
3. Transmission variant, recognition of basic variants, difference in gear ratios
4. Actual gear engaged/target gear, gear engaged, gear to be shifted, can be shown via STAR DIAGNOSIS
5. Status of torque converter lockup clutch
6. Emergency-running mode for fully integrated transmission control

ME control unit (N3/10), except OM 642, OM 629

1. Engine torque requests, engine intervention when shifting
2. Emergency-running mode for fully integrated transmission control
3. Starting release in selector lever position "P", "N"
4. Transmission variant, recognition of basic variants, difference in gear ratios
5. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
6. Status of torque converter lockup clutch

ESP, SPS [PML] and BAS control unit (N47-5)

1. Wheel torque factor, overall gear ratio
2. Transmission variant, recognition of basic variants, difference in gear ratios
3. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS

DTR control unit (N63/1) up to 31.5.04 or DTR controller unit (A89) as of 1.6.04, with code (219) Distronic (DTR)

1. Transmission variant, recognition of basic variants, difference in gear ratios
2. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
3. Wheel torque factor, overall gear ratio

EIS control unit (N73)

1. Selector lever position for the actuation of the backup lamp function

Central gateway control unit (N93)

1. Selector lever position for the actuation of the backup lamp function
2. Diagnosis

VGS [Fully Integrated Transmission Control] Task Communication Diagram. Scheme 429

VGS [Fully Integrated Transmission Control] Task Communication Diagram (Shown On Vehicle Up To 31.5.04 With Engine 112). Scheme 430

Shown on vehicle up to 31.5.04 with engine 112 and code (219) Distronic (DTR)

Task

The fully integrated transmission control (VGS) control unit (Y3/8n4) determines the instantaneous operating condition of the vehicle and actuates all gear change sequences taking ease of shifting and driving situation into consideration.

It receives operating data as transmission-internal signals from the

1. Selection range sensor (VGS) (Y3/8s1)
2. Transmission oil temperature sensor (VGS), which is integrated into the fully integrated transmission control (VGS) control unit (Y3/8n4)
3. Turbine speed sensor (VGS) (Y3/8n1)
4. Internal speed sensor (VGS) (Y3/8n2)
5. Output speed sensor (VGS) (Y3/8n3)

Data exchange with the following control units takes place via CAN-C (CAN-C)

1. Instrument cluster (A1)
2. CDI control unit (with diesel engine)
3. ME-SFI [ME] control unit (N3/10) (with gasoline engine)
4. Electronic selector lever module control unit (N15/5)
5. ESP control unit (N47-5)
6. With code (219) Distronic (DTR)DTR control unit (N63/1) (up to 31.5.04) or DTR controller unit (as of 1.6.04)
7. EIS [EZS] control unit (N73)
8. Steering column module (N80)
9. Central gateway control unit (N93) 114 of 403

The fully integrated transmission control (VGS) control unit (Y3/8n4) actuates the following components

1. Working pressure control solenoid valve (VGS) (Y3/8y1), for load- dependent and gear-specific working pressure control
2. Clutch control solenoid valve K1 (VGS) (Y3/8y2)
3. Clutch control solenoid valve K2 (VGS) (Y3/8y3)
4. Clutch control solenoid valve K3 (VGS) (Y3/8y4)
5. Brake control solenoid valve B1 (VGS) (Y3/8y5)
6. Brake control solenoid valve B2 (VGS) (Y3/8y6), which also actuates the BR multi-disk brake for reverse gear
7. Brake control solenoid valve B3 (VGS) (Y3/8y7)
8. Torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8)

This involves the processing of the following data from other systems

CDI control unit

1. Shift line displacement, aids engine warm-up
2. Shift line displacement dependent on load condition of diesel particulate filter (DPF) (with code (474) particulate filter), a heavily loaded DPF results in slightly lower upshift speed for full-load and kick-down upshifts
3. Specified gear, lower/upper limit, aids engine warm-up
4. Engine coolant temperature, used as substitute value in event of malfunction in transmission oil temperature sensor (VGS)
5. Engine oil temperature, shift limitation is canceled
6. Start-off in 1st gear, aids engine warm-up
7. Emergency operation of the common rail diesel injection (CDI), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
8. Requirement torque for Electronic Stability Program (Electronic- Stability-Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
9. Pedal value
10. Kickdown
11. Request for torque converter lockup clutch "OPEN" during heating up phase of engine, increase in engine speed
12. Engine speed, for slip calculation of torque converter lockup clutch and for start of pressure calculation by fully integrated transmission control (VGS) control unit (Y3/8n4)
13. Engine-speed limitation function active, adaptations are deactivated in the fully integrated transmission control (VGS) control unit (Y3/8n4)
14. Engine torque

ME-SFI [ME] control unit (N3/10)

1. Active downshift for heating up the catalytic converter (KAT)
2. Starting off in 1st gear to heat up the catalytic converter
3. Shift line displacement for heating up the catalytic converter
4. Specified gear, and lower/upper limit for heating up the catalytic converter
5. Emergency operation of the ME fuel injection and ignition system (motor electronics) (ME), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
6. Cruise control controls, a special shifting strategy for cruise control mode is filed in the fully integrated transmission control (VGS) control unit (Y3/8n4)
7. Engine coolant temperature, used as substitute value in event of malfunction in transmission oil temperature sensor (VGS)
8. Requirement torque for Electronic Stability Program (Electronic Stability- Program) (ESP), torque reduction or torque increase taking into account directional stability and road adhesion
9. Kickdown
10. Engine oil temperature, shift limitation is canceled
11. Pedal value
12. Request for torque converter lockup clutch "Open" in the heating up phase of the catalytic converter, to increase engine speed
13. Engine idle specified speed for the actuation of the torque converter lockup clutch
14. Engine speed, for slip calculation of torque converter lockup clutch and for start of pressure calculation by fully integrated transmission control (VGS) control unit (Y3/8n4)
15. Engine-speed limitation function active, adaptations are deactivated in the fully integrated transmission control (VGS) control unit (Y3/8n4)
16. Engine torque

Electronic selector lever module control unit (N15/5)

1. Selector lever position
2. Transmission mode switch

ESP control unit (N47-5)

1. Signal from stop lamp switch, change of shift strategy, brake the vehicle, the fully integrated transmission control (VGS) shifts down earlier
2. Adjusted brake torque, change of shift strategy, brake the vehicle, the fully integrated transmission control shifts down earlier
3. Wheel speeds and direction of rotation, substitute values in event of malfunction of output speed sensor (VGS) (Y3/8n3)
4. ESP request shift into "N" (neutral), power flow interruption, transmission/rear axle
5. Vehicle lateral acceleration at center of gravity, adaptation of shift strategy, detection of dynamic driving style

DTR control unit (N63/1) or DTR controller unit

1. Shift line displacement, brake the vehicle, the fully integrated transmission control shifts down earlier
2. Active downshift, brake the vehicle, the fully integrated transmission control shifts down earlier.

EIS control unit (N73)

1. Refrigerant compressor ON
2. Circuit 50, influencing fault memory
3. Torque requirement of refrigerant compressor, torque correction

Steering column module (N80)

1. Status of left steering wheel gear shifter and right steering wheel gear shifter (up to 31.5.06)
2. Status of steering wheel gear shifter MINUS and steering wheel gear shifter PLUS (as of 1.6.06)

Central gateway control unit (N93)

1. Refrigerant compressor ON
2. Circuit 50
3. Torque requirement of refrigerant compressor, torque correction

The following information is transmitted to other systems

Instrument cluster (A1)

1. Selector lever position for gear indicator
2. Mode selection on transmission mode switch for transmission mode display

CDI control unit or ME-SFI [ME] control unit (N3/10)

1. Engine torque requests, engine intervention when shifting
2. Starting release in selector lever position "P", "N"
3. Transmission variant, recognition of basic variants, difference in gear ratios
4. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
5. Status of torque converter lockup clutch
6. Emergency-running mode for fully integrated transmission control

ESP control unit (N47-5)

1. Wheel torque factor, overall gear ratio
2. Transmission variant, recognition of basic variants, difference in gear ratios
3. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS

DTR control unit (N63/1) or DTR controller unit

1. Transmission variant, recognition of basic variants, difference in gear ratios
2. Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
3. Wheel torque factor, overall gear ratio

EIS control unit (N73)

1. Selector lever position for backup lamp actuation

Central gateway control unit (N93)

1. Selector lever position for backup lamp actuation
2. Diagnosis request

Electric control module, design - GF27.19-P-5104-01G

Transmission 722.6

Identifying Electric Control Module Design. Scheme 431

Structure

The electrical control unit (Y3/6) consists of a supporting body made from plastic, in which the electrical components - rpm sensors 2 and 3 (Y3/6n2, Y3/6n3), the regulating solenoid valves (Y3/6y1, Y3/6y2), the shift solenoid valves (Y3/6y3, Y3/6y4, Y3/6y5), the PWM convertor lockup solenoid valve (Y3/6y6), the starter lockout contact (Y3/6s1) and transmission oil temperature sensor (Y3/6b1) - are combined.

Conductor tracks integrated into the shell connect the electric components to a plug connection (11).

The connection to the wiring harness on the vehicle side and the ETC control module (N15/3) is made via this 13-pin connector (11) with a bayonet lock.

With the exception of the solenoid valves, all other electric components are fixed to the conductor tracks.

Electric control module, function - GF27.19-P-5104-02G

Transmission 722.6

Identifying Electric Control Module Function. Scheme 432

Operation

Signals from the ETC control module (N15/3) are converted into hydraulic functions in the electric valve control unit (Y3/6). The rpm sensors (Y3/6n2, Y3/6n3), the starter lockout contact (Y3/6s1) and the transmission oil temperature sensor (Y3/6b1) of the electrical control unit (Y3/6) supply the ETC control module (N15/3) with input signals.

The solenoid valves are controlled by the ETC control module (N15/3) and trigger the hydraulic functions.

Electric controller unit, design - GF27.19-P-5104-01N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Identifying Electric Control Unit - Transmission 722.9. Scheme 433

Design

The electric controller unit (VGS) (Y3/8) consists of a plastic supporting body in which the following electrical components are combined

1. Turbine speed sensor (VGS) (Y3/8n1)
2. Internal speed sensor (VGS) (Y3/8n2)
3. Output speed sensor (VGS) (Y3/8n3)
4. Fully integrated transmission control (VGS) control unit (Y3/8n4) with integrated transmission oil temperature sensor (VGS) (Y3/8s2)
5. Selection range sensor (VGS) (Y3/8s1)
6. Working pressure control solenoid valve (VGS) (Y3/8y1)
7. Clutch control solenoid valve K1 (VGS) (Y3/8y2)
8. Clutch control solenoid valve K2 (VGS) (Y3/8y3)
9. Clutch control solenoid valve K3 (VGS) (Y3/8y4)
10. Brake control solenoid valve B1 (VGS) (Y3/8y5)
11. Brake control solenoid valve B2 (VGS) (Y3/8y6)
12. Brake control solenoid valve B3 (VGS) (Y3/8y7)
13. Torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8)

The printed-conductor foil which is inserted in the supporting body makes the connection between the electrical components and a plug socket (11).

The connection to the cable set on the vehicle side is made with a bayonet lock via the plug socket (11).

Apart from the solenoid valves all the other electrical components are permanently connected to the printed-conductor foil.

Electric controller unit, function - GF27.19-P-5104-02N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Identifying Electric Control Unit - Transmission 722.9. Scheme 434

Function

In the electric controller unit (VGS) (Y3/8) signals from the fully integrated transmission control (VGS) control unit (Y3/8n4) are converted into hydraulic functions. The following electrical components supply input signals to the fully integrated transmission control (VGS) control unit (Y3/8n4)

1. Turbine speed sensor (VGS) (Y3/8n1)
2. Internal speed sensor (VGS) (Y3/8n2)
3. Output speed sensor (VGS) (Y3/8n3)
4. Transmission oil temperature sensor (VGS) (Y3/8s2) integrated into the fully integrated transmission control (VGS) control unit (Y3/8n4)
5. Selection range sensor (VGS) (Y3/8s1) The control solenoid valves listed are actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and trigger the hydraulic functions
6. Working pressure control solenoid valve (VGS) (Y3/8y1)
7. Clutch control solenoid valve K1 (VGS) (Y3/8y2)
8. Clutch control solenoid valve K2 (VGS) (Y3/8y3)
9. Clutch control solenoid valve K3 (VGS) (Y3/8y4)
10. Brake control solenoid valve B1 (VGS) (Y3/8y5)
11. Brake control solenoid valve B2 (VGS) (Y3/8y6)
12. Brake control solenoid valve B3 (VGS) (Y3/8y7)
13. Torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8)

Starter lock-out contact, function - GF27.19-P-5106-01G

Transmission 722.6

Identifying Starter Lock-Out Contact Function. Scheme 435

Operation

In selector lever positions "P" and "N" the starter lockout contact (Y3/6s1) is actuated by a cam track which is located on the detent plate.

The permanent magnet (47) is moved away from the dry-reed contact (48). The dry-reed contact (48) is opened. The ETC control module (N15/3) receives an electric signal. The circuit to the starter in the selector lever positions "P" and "N" is closed.

Temperature sensor, function - GF27.19-P-5108-04G

Transmission 722.6

Identifying Transmission Oil Temperature Sensor. Scheme 436

Operation

The temperature of the transmission oil has a major influence on the shift time and thus on the shift quality. It is possible to optimize the gear shifts in all temperature ranges by detecting the oil temperature.

The transmission oil temperature sensor (Y3/6b1) is connected in series with the starter lockout contact (Y3/6s1). The temperature signal is transmitted to the ETC control module (N15/3) only when the dry-reed contact of the starter lockout contact (Y3/6s1) is closed.

Shift pressure regulating solenoid valve, design - GF27.19-P-5109-03G

Transmission 722.6

Identifying Shift Pressure Regulating Solenoid Valve - Design. Scheme 437

Structure

The shift pressure regulating solenoid valve (Y3/6y2) has an interference fit and is sealed off to the valve body of the shift plate (2a) by a seal (arrow).

The contact springs (32) on the shift pressure solenoid valve (Y3/6y2) engage in a slot in the conductor tracks (33). The force of the contact spring (32) ensures safe contacts.

Modulating pressure regulating solenoid valve, design - GF27.19-P-5110-03G

Transmission 722.6

Identifying Modulating Pressure Regulating Solenoid Valve - Design. Scheme 438

Structure

The modulating pressure regulating solenoid valve (Y3/6y1) has an interference fit and is sealed off to the valve body of the shift plate (2a) by a seal (arrow).

The contact springs (32) on the modulating pressure regulating solenoid valve (Y3/6y1) engage in a slot in the conductor tracks (33). The force of the contact spring (32) ensures safe contacts.

Control solenoid valve, task - GF27.19-P-5111-01A

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 working pressure control solenoid valve

Identifying Working Pressure Control Solenoid Valve - Transmission 722.9. Scheme 439

The working pressure control solenoid valve (VGS) (Y3/8y1) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the working pressure regulating valve. The working pressure depends on the regulating valve position and thus on the geometry of the working pressure regulating valve.

The working pressure control solenoid valve (VGS) (Y3/8y1) has a lowering characteristic. This means that the oil pressure applied in the working pressure regulating valve reduces as the actuating current increases. In limp-home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The working pressure control solenoid valve (VGS) (Y3/8y1) thus supplies maximum pressure.

Control solenoid valve, task - GF27.19-P-5111-01B

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 K1 clutch control solenoid valve

Identifying K1 Clutch Control Solenoid Valve - Transmission 722.9. Scheme 440

The K1 clutch control solenoid valve (VGS) (Y3/8y2) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the K1 regulating valve. The pressure in the K1 multidisk clutch depends on the position of the regulating valve and thus on the geometry of the K1 regulating valve.

The K1 clutch control solenoid valve (VGS) (Y3/8y2) has a rising characteristic. This means that the oil pressure applied in the K1 regulating valve increases as the actuation current increases. In limp- home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The K1 clutch control solenoid valve (VGS) (Y3/8y2) thus supplies no pressure.

Control solenoid valve, task - GF27.19-P-5111-01C

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 K2 clutch control solenoid valve

Identifying K2 Clutch Control Solenoid Valve - Transmission 722.9. Scheme 441

The K2 clutch control solenoid valve (VGS) (Y3/8y3) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the K2 regulating valve. The pressure in the K2 multidisk clutch depends on the position of the regulating valve and thus on the geometry of the K2. regulating valve.

The K2 clutch control solenoid valve (VGS) (Y3/8y3) has a lowering characteristic. This means that the oil pressure applied in the regulating valve K2 reduces as the actuation current increases. In limp-home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The K2 clutch control solenoid valve (VGS) (Y3/8y3) thus supplies maximum pressure.

Control solenoid valve, task - GF27.19-P-5111-01D

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 K3 clutch control solenoid valve

Identifying K3 Clutch Control Solenoid Valve - Transmission 722.9. Scheme 442

The K3 clutch control solenoid valve (VGS) (Y3/8y4) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the K3 regulating valve. The pressure in the K3 multidisk clutch depends on the position of the regulating valve and thus on the geometry of the K3. regulating valve.

The K3 clutch control solenoid valve (VGS) (Y3/8y4) has a lowering characteristic. This means that the oil pressure applied in the working pressure regulating valve reduces as the actuating current increases. In limp-home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The K3 clutch control solenoid valve (VGS) (Y3/8y4) thus supplies maximum pressure.

Control solenoid valve, task - GF27.19-P-5111-01E

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 B1 brake control solenoid valve

Identifying B1 Brake Control Solenoid Valve - Transmission 722.9. Scheme 443

The B1 brake control solenoid valve (VGS) (Y3/8y5) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the B1 regulating valve. The pressure in the B1 multidisk brake depends on the position of the regulating valve and thus on the geometry of the B1 regulating valve.

The B1 brake control solenoid valve (VGS) (Y3/8y5) has a lowering characteristic. This means that the oil pressure applied in the regulating valve B1 reduces as the actuation current increases. In limp-home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The brake control solenoid valve B1 (VGS) (Y3/8y5) thus supplies maximum pressure.

Control solenoid valve, task - GF27.19-P-5111-01F

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 B2 brake control solenoid valve

Identifying B2 Brake Control Solenoid Valve - Transmission 722.9. Scheme 444

The B2 brake control solenoid valve (VGS) (Y3/8y6) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the B2/BR regulating valve. The pressure in the multi-disk brake B2 and pressure in the multi-disk brake BR depend on the regulating valve position and thus on the geometry of the regulating valve B2/BR.

The B2 brake control solenoid valve (VGS) (Y3/8y6) has a rising characteristic. This means that the oil pressure applied in the B2/BR regulating valve increases as the actuating current increases. In limp- home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The B2 brake control solenoid valve (VGS) (Y3/8y6) thus supplies no pressure.

Control solenoid valve, task - GF27.19-P-5111-01G

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 B3 brake control solenoid valve

Identifying B3 Brake Control Solenoid Valve - Transmission 722.9. Scheme 445

The B3 brake control solenoid valve (VGS) (Y3/8y7) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the B3 regulating valve. The pressure in the B3 multidisk brake depends on the position of the regulating valve and thus on the geometry of the B3. regulating valve.

The B3 brake control solenoid valve (VGS) (Y3/8y7) has a rising characteristic. This means that the oil pressure applied in the B3 regulating valve increases as the actuation current increases. In limp- home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The B3 brake control solenoid valve (VGS) (Y3/8y7) thus supplies no pressure.

Control solenoid valve, task - GF27.19-P-5111-01H

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 torque converter lockup clutch control solenoid valve

Identifying Torque Converter Lockup Clutch Control Solenoid Valve - Transmission 722.9. Scheme 446

The torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8) is actuated by the fully integrated transmission control (VGS) control unit (Y3/8n4) and influences the position of the torque converter lockup clutch regulating valve. The clutch pressure in the torque converter lockup clutch depends on the regulating valve position and thus on the geometry of the torque converter lockup clutch regulating valve.

The torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8) has a rising characteristic. This means that the oil pressure applied in the torque converter lockup clutch regulating valve increases as the actuation current increases. In limp-home mode of the fully integrated transmission control (VGS) all the control solenoid valves are de-energized. The torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8) thus supplies no pressure.

Speed sensor, function - GF27.19-P-5127-04G

Transmission 722.6

Identifying Speed Sensor Function. Scheme 447

Operation

The RPM sensors are pressed against the transmission housing (51) by a spring (49) which is held against the valve housing of the shift plate (2a). This ensures a defined distance between the RPM sensors and the exciter ring (50).

RPM sensor 2 (Y3/6yn2) records the speed of the front sun gear via the outer multiple-disc carrier of the front multiple-disc clutch (K1b) and RPM sensor 3 (Y3/6yn3) records the speed of the front planetary gear carrier via the inner multiple-disc carrier of the front multiple-disc clutch (K1c).

Speed sensor - Function - GF27.19-P-5127-02N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 turbine speed sensor

Identifying Turbine Speed Sensor Location - Transmission 722.9. Scheme 448

The turbine speed sensor (VGS) (Y3/8n1) records the rotational speed of a ring gear of the Ravigneaux set for the fully integrated transmission control (VGS).

This rotational speed is processed by the fully integrated transmission control (VGS) control unit (Y3/8n4) as an input signal together with the information from the internal speed sensor (VGS) (Y3/8n2) and the output speed sensor (VGS) (Y3/8n3). This contributes to shortening the reaction time during shift operations.

Speed sensor - Function - GF27.19-P-5127-02O

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 output speed sensor

Identifying Output Speed Sensor Location - Transmission 722.9. Scheme 449

The output speed sensor (VGS) (Y3/8n3) records the transmission output speed at the park pawl gear (4a) for the fully integrated transmission control (VGS).

This rotational speed is processed by the fully integrated transmission control (VGS) control unit (Y3/8n4) as an input signal together with the information from the turbine speed sensor (VGS) (Y3/8n1) and the internal speed sensor (VGS) (Y3/8n2). This contributes to shortening the reaction time during shift operations.

Speed sensor - Function - GF27.19-P-5127-02P

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 internal speed sensor

Identifying Internal Speed Sensor Location - Transmission 722.9. Scheme 450

The internal speed sensor (VGS) (Y3/8n2) records the internal transmission speed at the ring gear of the front single planetary gear system for the fully integrated transmission control (VGS).

This rotational speed is processed by the fully integrated transmission control (VGS) control unit (Y3/8n4) as an input signal together with the information from the turbine speed sensor (VGS) (Y3/8n1) and the output speed sensor (VGS) (Y3/8n3). This contributes to shortening the reaction time during shift operations.

Speed sensor, function - GF27.19-P-5127-04N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 turbine speed sensor

Identifying Turbine Speed Sensor Location - Transmission 722.9. Scheme 451

A permanently magnetized pole wheel (ring magnet (1)) and the turbine speed sensor (VGS) (Y3/8n1), which consists of magneto-resistive elements, are used to record the turbine speed. A magneto-resistive element changes its resistance under the influence of a magnetic field. The ring magnet (1) is stuck onto an aluminum ring plate and is connected with a ring gear of the Ravigneaux set.

Magnetic field changes occur due to the rotary motion of the ring gear and as a result a resistance change occurs in the magneto-resistive elements An electronic analysis system transmits this information to the fully integrated transmission control (VGS) control unit (Y3/8n4). By using this speed recording system the measurement can take place over a greater distance than with the Hall sensor.

Speed sensor, function - GF27.19-P-5127-04O

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 output speed sensor

Identifying Output Speed Sensor Location - Transmission 722.9. Scheme 452

The transmission output speed is recorded using a pulse ring (3) and a Hall difference sensor. This increases the measuring accuracy. 2 Hall generators and a bar magnet are integrated into the output speed sensor (VGS) (Y3/8n3). Magnetic field changes occur due to the rotary motion of the pulse ring (3).

As a result an induction difference arises between the two Hall elements of the Hall generators which changes its polarity due to the rotary motion. This polarity change is converted into an rpm signal by the electronic analysis system and evaluated by the fully integrated transmission control (VGS) control unit (Y3/8n4).

Speed sensor, function - GF27.19-P-5127-04P

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 internal speed sensor

Identifying Internal Speed Sensor Location - Transmission 722.9. Scheme 453

A permanently magnetized pole wheel (cylinder flange with integrated ring magnet (2)) and the internal speed sensor (VGS) (Y3/8n2), which consists of magneto-resistive elements, are used to record the internal transmission speed. A magneto-resistive element changes its resistance under the influence of a magnetic field. The cylinder flange with integral ring magnet (2) is connected to the ring gear of the single rear planetary gear system.

Magnetic field changes occur due to the rotary motion of the ring gear and as a result a resistance change occurs in the magneto-resistive elements An electronic analysis system transmits this information to the fully integrated transmission control (VGS) control unit (Y3/8n4). By using this speed recording system the measurement can take place over a greater distance than with the Hall sensor.

Position display, task - GF27.19-P-5129-02RM

Transmission 722.6 in model 209.376 up to 31.05.03, 211.076, 230.474 up to 31.08.03

To display visually the position of the selector lever, the selected gear range (with program selection "W/S") or the gear engaged (with program selection "M") and the program selection performed at the transmission mode switch (S16/5). The shift pattern diagram displays the possible selector lever positions and their sequence.

Shown on model 230.474

Identifying Shift Pattern Display And Transmission Mode Switch (Shown On Model 230.474). Scheme 454

Position display, function - GF27.19-P-5129-03RM

Transmission 722.6 in model 209.376 up to 31.05.03, 230.474, 211.076 up to 31.08.03

Shown on model 230.474

Identifying Shift Pattern Display And Transmission Mode Switch (Shown On Model 230.474). Scheme 455

The position display in the instrument cluster (A1) is actuated by the ETC [ETC] control unit (N15/3) via the engine compartment CAN.

The program selection display in the instrument cluster (A1) is actuated by the electronic selector lever module control unit (N15/5) likewise via the engine compartment CAN.

The shift pattern display (87) is illuminated when the driving lights are switched on.

Program selection "W/S"

The program selection performed at the transmission mode switch (S16/5) remains stored after driving for approx. 1 minute and is then displayed again once the engine is started. The driving time required of approx. 1 minute is due to the system.

Program selection "M"

The program selection "M" (manual program) performed at the transmission mode switch (S16/5) does not remain stored. The standard program "S" is displayed once the engine is started again.

Position display, task - GF27.19-P-5129-02RMZ

Transmission 722.6 in model 209.376 as of 1.6.03, 209.476, 211.076 as of 01.09.03, 211.276, 215.374/379, 219.376, 220.074/174/179, 230.474 as of 01.09.03, 230.479

Transmission 722.6 in models 209, 211, 230 with code (428) steering wheel shift buttons

Illustrated on model 230.474

Identifying Shift Pattern Display And Transmission Mode Switch - Illustrated On Model 230.474. Scheme 456

The task of the position indicator is to display optically the position of the selector lever, selected gear range (for program selector "C/S") or the shifted gear (for program selection "M") and the program selection performed at the transmission mode switch (S16/5).

Via the selector scheme symbols (87) the alternative selector lever positions and their sequence are shown symbolically.

Shift pattern display, function - GF27.19-P-5129-03RMZ

Transmission 722.6 in model 209.376 as of 01.6.03, 209.476, 211.076 as of 01.09.03, 211.276, 219.376, 230.474 as of 01.09.03, 230.479

Transmission 722.6 in models 209, 211, 230 with code (428) steering wheel shift buttons

Shows model 230.474

Identifying Shift Pattern Display And Transmission Mode Switch (Shows Model 230.474). Scheme 457

The position indicator in the instrument cluster (A1) is actuated by the ETC [EGS] control unit (N15/3) via the Controller Area Network bus class C (engine compartment) (CAN-C).

The program indicator in the instrument cluster (A1) is actuated by the electronic selector lever module control unit (N15/5) likewise via CAN-C.

The selector scheme symbols (87) are illuminated when the driving lamps are switched on.

Program selection "C/S"

The program selection performed at the transmission mode switch (S16/5) remains stored after a driving time of approx.

1 minute and is then displayed once the engine is started again. The driving time of approx. 1 minute is necessary because of the system.

Program selection "M"

The program selection "M" (Manual program) performed at the transmission mode switch (S16/5) does not remain stored. The sport program "S" is displayed once the engine is started.

Position display, task - GF27.19-P-5129-02P

Transmission 722.6 in models 203, 209.3 (except 209.376) up to 31.05.03, 211 (except 211.076) up to 31.08.03, 215, 220 up to 31.08.02, 230 (except 230.474) up to 31.08.03

To display visually the position of the selector lever or selected gear range and the program selection performed at the transmission mode switch (S16/5) (no display of the gear currently shifted). The optional selector lever positions and their sequence are shown symbolically via the position indicator.

Shown on Model 203

Identifying Shift Pattern Display And Transmission Mode Switch (Models 203, 209.3 Up To 31.05.03) - Shown On Model 203. Scheme 458

Position display, function - GF27.19-P-5129-03Q

Transmission 722.6 in model 209.3 (except 209.376) up to 31.05.03, 211, 230 (except 211.076, 230.474) up to 31.08.03

The position display in the instrument cluster (A1) is actuated by the ETC [ETC] control unit (N15/3) via the engine compartment CAN.

The program selection display in the instrument cluster (A1) is actuated by the electronic selector lever module control unit (N15/5) likewise via the engine compartment CAN.

The program selection performed at the transmission mode switch (S16/5) remains stored only after driving for approx. 1 minute and is then displayed again after the engine is started again. The driving time required of approx. 1 minute is due to the system.

The shift pattern display (87) is illuminated when the driving lights are switched on.

Shown on model 209

Identifying Shift Pattern Display And Transmission Mode Switch (Shown On Model 209). Scheme 459

Position display, task - GF27.19-P-5129-02PZ

Shown on Model 203

Identifying Shift Pattern Display And Transmission Mode Switch - Shown On Model 203. Scheme 460

The task of the position display is to display optically the position of the selector lever or selected gear range and the program selection performed at the transmission mode switch (S16/5) (gear currently shifted not displayed).

The shift pattern display shows the possible selector lever positions and their sequence in the form of symbols.

Shift pattern display, function - GF27.19-P-5129-03QZ

Transmission 722.6 in model 209.3 (except 209.376) as of 01.06.03, 209.4 (except 209.476), 211, 230 (except 211.076/05/25/276, 230.474/479) as of 01.09.03 except code (428a) steering wheel shift buttons

Shows model 209

Identifying Shift Pattern Display And Transmission Mode Switch (Shows Model 209). Scheme 461

The position indicator in the instrument cluster (A1) is actuated by the ETC [EGS] control unit (N15/3) via the Controller Area Network bus class C (engine compartment) (CAN-C).

The program indicator in the instrument cluster (A1) is actuated by the electronic selector lever module control unit (N15/5) likewise via CAN-C.

The program selection performed at the transmission mode switch (S16/5) only remains stored after a driving time of approx. 1 minute and is then displayed again once the engine is started again. The driving time of approx. 1 minute is necessary because of the system.

The selector diagram system of symbols (87) is illuminated when the driving lamps are switched on

Steering wheel gear shifter, function - GF27.19-P-5137-04NT

The status of the left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) is read by the steering column module (N80) via Local Interconnect Network (LIN). The steering column module (N80) places the signal "Upshift" or "Downshift" on the Controller Area Network bus class C (engine compartment) (CANC).

The fully integrated transmission control (VGS) control unit (Y3/8n4) receives the request and initiates the gear change.

Gear changes which could result in impermissibly high or low engine speeds are not performed

Steering wheel gear shifter, function - GF27.19-P-5137-04PMA

The status of the left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) is read by the steering column module (N80) via Local Interconnect Network (LIN). The steering column module (N80) places the signal "Upshift" or "Downshift" on the Controller Area Network bus class C (engine compartment) (CAN-C).

The ETC [EGS] control unit (N15/3) receives the request and initiates the gear change.

Gear changes which could result in impermissibly high or low engine speeds are not performed

Steering wheel gear shifter, function - GF27.19-P-5137-04PMB

TRANSMISSION 722.6 in MODEL 203.076/276, 219.376

Transmission 722.6 in model 209.376/476, 211.076/276 as of 01.06.04

The steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) are read in via the local interconnect network (LIN) by the steering column module (N80).

Steering wheel gear shifter MINUS (S110/1)

The steering column module (N80) places the "downshift" signal on the Controller Area Network bus class C (engine compartment) (CAN-C). The ETC [EGS] control unit (N15/3) receives the signal and triggers the shifting gears.

Steering wheel gear shifter PLUS (S111/1)

The steering column module (N80) places the "upshift" signal on the Controller Area Network bus class C (engine compartment) (CAN-C). The ETC [EGS] control unit (N15/3) receives the signal and triggers the shifting gears.

Shifts at unacceptably high or low engine speed are not carried out

Steering wheel gear shifter, function - GF27.19-P-5137-04RM

Transmission 722.6 in model 209.376/476, 211.076/276 up to 31.05.04, 215.374/379, 220.074/174/179, 230.474/479

Each time the steering wheel gear shifter MINUS (S110/1) or steering wheel gear shifter PLUS (S111/1) is operated, the electronic selector lever module control unit (N15/5) receives an electrical signal. The signal is read in by the electronic selector lever module control unit (N15/5) and is placed on the Controller Area Network bus class C (engine compartment) (CAN-C). The ETC [EGS] control unit (N15/3) takes over the gear change.

The steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) are not capable of diagnosis

Control unit for electronic selector lever module, task - GF27.19-P-5138-02NT

Transmission 722.9 in model 211, 219 except code (428) Steering wheel shift buttons

Control Unit For Electronic Selector Lever Module Communication Diagram (Shown On Model 211 Up To 31.5.04 With M113). Scheme 462

Shown on model 211 up to 31.5.04 with M113, with code (219) Distronic (DTR)

Task

The electronic selector lever module control unit (N15/5) receives digital and analog input signals, converts these and actuates various components or transmits information to various control units via the Controller Area Network bus class C (engine compartment) (CAN-C).

The selector lever positions and touch shifts performed are recognized without contact using the opto-electronic switches. A photoelectric barrier is closed or interrupted each time the position of the selector lever is changed.

Internal input signals

1. Selector lever position
2. Transmission mode switch (S16/5)
3. Touch button +/
4. Voltage supply

Internal output signals

1. R/P locking solenoid
2. Shift gate illumination (circuit 58d)

The following information is received via CAN-C

Instrument cluster (A1)

1. Circuit 58 dimmed

ESP, SPS [PML] and BAS control unit (N47-5) (model 211), ESP control unit (N47-5) (model 219)

1. Wheel speed and direction, right rear
2. Wheel speed and direction, left rear
3. Set braking torque

for EIS control unit (N73)

1. Circuit 50
2. Tml. 15
3. Stop light switch (S9/1)
4. Stop lamp feedback
5. Initialization, personalization, authenticity for stage 3 drive authorization system (DAS 3)

Central gateway control unit (N93)

1. Diagnosis request

The following information is sent via CAN-C

Instrument cluster (A1)

1. Selector lever position for gear display (A1p12)

CDI control unit (N3/9), with OM 642, OM 629

1. Selector lever position "P", "N"

ME control unit (N3/10), except OM 642, OM 629

1. Selector lever position "P", "N"

for EIS control unit (N73)

1. Selector lever position for actuation of backup lamp
2. Drive authorization system 3 messages (enable request)

Central gateway control unit (N93)

1. Selector lever position
2. Diagnosis request

Fully integrated transmission control (VGS) control unit (Y3/8n4)

1. Selector lever position
2. Transmission mode switch (S16/5)

Control unit for electronic selector lever module, task - GF27.19-P-5138-02NTL

The electronic selector lever module control unit (N15/5) receives analog and digital signals, it then actuates various components and sends corresponding data to various control units over the Controller Area Network bus Class C (engine compartment) (CAN-C).

The selector lever positions and touch shifts carried out are detected in a non-contact manner by means of optoelectronic switches. A photoelectric barrier is closed or interrupted each time the position of the selector lever is changed.

Internal input signals

1. Selector lever position
2. Transmission mode switch status (S16/5)
3. Touch button +/
4. Voltage supply

Internal output signals

1. R/P locking solenoid
2. Circuit 58d (shift-gate illumination)

The following information is received via CAN-C

1. sent from the instrument cluster (A1) circuit 58 dimmed
2. sent from the ESP control unit (N47-5) Wheel speed and left rear direction of rotation Wheel speed and right rear direction of rotation Selected braking torque
3. sent from EIS [EZS] control unit (N73) Circuit 50 Circuit 15 Status of stop lamp switch (S9/1) Stop lamp actuation feedback Drive authorization system, stage 3 (DAS [FBS] 3) message
4. sent from steering column module (N80) Status of left steering wheel gear shifter (110/2) and right steering wheel gear shifter (S111/2) (up to 31.5.06) Status of steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) (as of 1.6.06)
5. sent from central gateway control unit (N93) Diagnosis request

The following information is sent via CAN-C

1. to the instrument cluster (A1) Selector lever position for gear indicator (A1p12)
2. to the CDI control unit (N3/9) (with diesel engine) Selector lever position "P", "N"
3. to the ME-SFI [ME] control unit (N3/10) (with gasoline engine) Selector lever position "P", "N"
4. to the EIS [EZS] control unit (N73) Selector lever position for reversing lamp actuation DAS [FBS] 3 messages (enable request)
5. to the central gateway control unit (N93) Selector lever position Diagnosis request
6. to the fully integrated transmission control (VGS) control unit (Y3/8n4) Selector lever position Status of transmission mode switch (S16/5)

Control unit for electronic selector lever module, task - GF27.19-P-5138-02T

Transmission 722.6 in model 211 up to 31.05.04

Shows model 211.065

Control Unit For Electronic Selector Lever Module Communication Diagram (Shows Model 211.065). Scheme 463

Control Unit For Electronic Selector Lever Module Communication Diagram (Shows Model 211.065). Scheme 464

Shows model 211.065

The electronic selector lever module control unit (N15/5) receives digital and analog input signals, actuates various components or transmits information to various control units via the Controller Area Network bus class C (engine compartment) (CAN-C).

The selector lever positions and touch shifts carried out are detected in a non-contact manner by means of optoelectronic switches. A photoelectric barrier is closed or interrupted each time the position of the selector lever is changed.

Analog input signals

1. Selector lever position
2. Transmission mode switch (S16/5)
3. Touch button +/
4. Steering wheel gear shifter MINUS (S110/1) (models 211.076/276)
5. Steering wheel gear shifter PLUS (S111/1) (models 211.076/276)
6. Voltage supply (circuit 87)
7. Circuit 30 from electronic ignition switch control unit (N73)

Analog output signals

1. R/P locking solenoid
2. Gate lighting (circuit 58d)
3. Circuit 30 to electric steering lock control unit (N26/5)
4. Data link connector (X11/4)

Via CAN-C there is a connection to

1. Instrument cluster (A1)
2. ME-SFI control unit (N3/10) or CDI control unit (N3/9)
3. ETC control unit (N15/3)
4. ESP, SPS [PML] and BAS control unit (N47-5)
5. EIS [EZS] control unit (N73)
6. Central gateway control unit (N93)

The following information is received

Instrument cluster (A1)

1. Circuit 58 dimmed

ESP, SPS [PML] and BAS control unit (N47-5)

1. Wheel speed and right rear direction of rotation
2. Wheel speed and left rear direction of rotation
3. Set braking torque

Electronic ignition switch control unit (N73)

1. Stop lamp feedback
2. Circuit 50 engine start switch (circuit 50)
3. Circuit 15 voltage supply switched UB (battery voltage) (circuit 15)
4. Message from drive authorization system (DAS)

Central gateway control unitN93

1. Request: diagnosis

The following information is transmitted.

Instrument cluster (A1)

1. Selector lever position

Motor electronics control unit (N3/10) or CDI control unit (N3/9)

1. Selector lever position P/N

ETC [EGS] control unit (N15/3)

1. Selector lever position
2. Transmission mode switch (S16/5)
3. Touch button +/
4. R/P-restraining magnet energized
5. Steering wheel gear shifter MINUS (S110/1) (models 211.076/276)
6. Steering wheel gear shifter PLUS (S111/1) (models 211.076/276)

Electronic ignition switch control unit (N73)

1. Drive authorization system [DAS] 3-information
2. Selector lever position for actuation of backup lamp

Central gateway control unit N93

1. Selector lever position in intermediate positions or implausible
2. Diagnosis

Control unit for electronic selector lever module, task - GF27.19-P-5138-02TX

The electronic selector lever module control unit (N15/5) receives analog and digital signals, it then actuates various components and sends corresponding data to various control units over the Controller Area Network bus Class C (engine compartment) (CAN-C).

The selector lever positions and touch shifts carried out are detected in a non-contact manner by means of optoelectronic switches. A photoelectric barrier is closed or interrupted each time the position of the selector lever is changed.

The electronic selector lever module control unit (N15/5) is networked over CAN-C with the following control units

1. Instrument cluster (A1)
2. CDI control unit (N3/9) (with diesel engine) or ME-SFI [ME] control unit (N3/10) (with gasoline engine)
3. ETC [EGS] control unit (N15/3)
4. ESP control unit (N47-5)
5. EIS [EZS] control unit (N73)
6. Steering column module (N80)
7. Central gateway control unit (N93)

Input signals

1. Selector lever position

1. Transmission mode switch status (S16/5)
2. Touch button +/
3. Circuit 87 (voltage supply)
4. Circuit 30

Output signals

1. R/P locking solenoid
2. Circuit 58d (shift-gate illumination)
3. Circuit 30 to electric steering lock control unit (N26/5)
4. Data link connector (X11/4)

The following information is received

1. sent from the instrument cluster (A1) circuit 58 dimmed
2. sent from the ESP control unit (N47-5) Wheel speed and left rear direction of rotation Wheel speed and right rear direction of rotation Selected braking torque
3. sent from EIS [EZS] control unit (N73) Stop lamp actuation feedback Circuit 50 Circuit 15 Drive authorization system, stage 3 (DAS [FBS] 3) message
4. sent from steering column module (N80) Status of left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (vehicles up to 31.5.06 with code (428) Steering wheel shift buttons) Status of steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) (AMG vehicles and vehicles as of 1.6.06 with code (428) Steering wheel shift buttons)
5. sent from central gateway control unit (N93) Diagnosis request

The following information is sent

1. to the instrument cluster (A1) Selector lever position
2. to the CDI control unit (N3/9) or ME-SFI [ME] control unit (N3/10) Selector lever position
3. to the ETC [EGS] control unit (N15/3) Selector lever position Status of transmission mode switch (S16/5) Pushbutton +/- R/P locking solenoid, energized
4. to the EIS [EZS] control unit (N73) DAS [FBS] 3 message Selector lever position for reversing lamp actuation
5. to the central gateway control unit (N93) Selector lever position in intermediate position or implausible Diagnosis request

Electronic selector lever module control unit, design - GF27.19-P-5138-03P

TRANSMISSION 722.6 in MODEL 203, 209, 211, 219

Identifying Electronic Selector Lever Module Control Unit - Transmission 722.6. Scheme 465

Planetary gear set, function - GF27.50-P-5100-01G

Transmission 722.6

Identifying Shift From 1 To 2 Function - 1st Gear Engaged. Scheme 466

Operation

The ring gear (1) and sun gear (3) elements of a planetary gear system are alternately driven and braked by the actuating elements of the multi-plate clutch and multiple-disc brake. The planet gears (2) can turn on the internal gearing of the ring gear (1) and on the external gearing of the sun gear (3). This allows for a variety of gear ratios and the reversal of the rotation direction without the need for moving gear wheels or shift collars.

The torque and speed are converted corresponding to the lever ratios or the ratio of the number of teeth on the driven to the driving gears and is known as the gear ratio i. The overall ratio of a number of planetary gear sets connected in series is obtained by multiplying the partial ratios.

When two components of the planetary gear set are locked together, the planetary gear set is locked and turns as a closed unit.

Advantages of a planetary gear set

1. Shifting ability under load
2. Several ratios can be produced
3. Constant meshing of the gears
4. Simple direction reversal
5. High efficiency
6. Coaxial location of input and output
7. Compact design

The following basic ratio possibilities can be realized

Scheme 467

Scheme 468

Scheme 469

1. Sun gear locked Ring gear driving Planet gears driven Relatively low step-down ratio. see scheme 163: Identifying Planetary Gear Set Function (1 Of 4)
2. Hollow gear locked Sun gear driving Planet gears driven Relatively high step-down ratio. see scheme 164: Identifying Planetary Gear Set Function (2 Of 4)
3. Locking two elements together so that the planetary gear set turns as a unit, produces a direct power transmission (i = 1). see scheme 165: Identifying Planetary Gear Set Function (3 Of 4)
4. Planetary carrier locked Sun gear driving Ring gear driven Direction reversal and step-down ratio.

Identifying Planetary Gear Set Function (4 Of 4). Scheme 470

Planetary gear set, function - GF27.50-P-5100-01N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341 Ravigneaux gear set

Ravigneaux gear set

Identifying Ravigneaux Gear Set - Transmission 722.9. Scheme 471

The elements ring gears, sun gear (3) and planet carrier (4) of the Ravigneaux gear set used are driven or stalled alternately via the shift elements of multi-disk clutch and multi-disk brake. The planetary gears can turn on the internal teething of the ring gears and on the external gearing of the sun gear (3). This allows for a variety of gear ratios and the reversal of the rotation direction without the need for moving gear wheels or shift collars.

The torque and engine speed are converted according to the lever ratios or the ratio of the number of teeth on the driven gears to that on the drive gears, and is referred to as the gear ratio i. The overall ratio of a number of planetary gear sets connected in series is obtained by multiplying the partial ratios.

If 2 components of the Ravigneaux gear set are rigidly connected to each other, the planetary set is blocked and rotates as a closed unit.

Advantages of a Ravigneaux gear set

1. Shifting ability under load
2. Several ratios can be produced
3. Constant meshing of the gears
4. Simple direction reversal
5. High efficiency
6. Coaxial location of input and output
7. Compact design
8. Combined 2 single planetary gear systems in one unit

Planetary gear set, function - GF27.50-P-5100-01NN

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Simple planetary gear system

Simple planetary gear system

Identifying Simple Planetary Gear System - Transmission 722.9. Scheme 472

The ring gear (3), sun gear or planet gear carrier (2) elements of a single planetary gear system are alternately driven and braked by the actuating elements of the multidisk clutch and multidisk brake. In the process, the planetary gears (1) can roll on the internal teething of the ring gear (3) and on the external teething of the sun gear. This allows for a variety of gear ratios and the reversal of the rotation direction without the need for moving gear wheels or shift collars.

The torque and engine speed are converted according to the lever ratios or the ratio of the number of teeth on the driven gears to that on the drive gears, and is referred to as the gear ratio i. The overall ratio of a number of planetary gear sets connected in series is obtained by multiplying the partial ratios.

If 2 components of a single planetary gear system are rigidly connected to each other, then this is locked and rotates as a closed unit.

Advantages of a single planetary gear system

1. Shifting ability under load
2. Several ratios can be produced
3. Constant meshing of the gears
4. Simple direction reversal
5. High efficiency
6. Coaxial location of input and output
7. Compact design

Multi-disk clutch, function - GF27.51-P-4000-01G

Transmission 722.6

Identifying Multi-Disk Clutch Function. Scheme 473

Operation

Front multiple-disc clutch (K1)

If the piston (K1 a) on the front multiple-disc clutch (k1) is subjected to oil pressure, it presses the internal and external discs of the disc set together.

The front sun gear (V1) is connected to the front planetary gear carrier (V3) via the external multiple-disc carrier (K1b) and the internal multiple-disc carrier (K1c). The front planetary gear set is thus locked and turns as a closed unit.

Center multiple-disc clutch (K2)

If the center multiple-disc clutch (K2) is engaged via the piston (K2a), the piston compresses the disc set Via the internal multiple-disc carrier (K2b) and the center planetary gear carrier (M3) on which the internal discs are seated, the front hollow gear (V4) of the front planetary gear set is connected to the center hollow gear (M4) of the center planetary gear set. The front hollow gear (V4) and the center hollow gear (M4) move at the same speed as the drive shaft (1).

Rear multiple-disc clutch (K3)

If the rear multiple-disc clutch (K3) is engaged via the piston (K3a), then this compresses the disc set. The center sun gear (M1) of the center planetary gear set is connected to the rear sun gear (H1) of the rear planetary gear carrier via the external multiple-disc carrier (K3b) and internal multiple-disc carrier (K3c). The center sun gear (M1) and the rear sun gear (H1) move at the same speed.

Multiple-disc brake, function - GF27.51-P-5100-04G

Transmission 722.6

Identifying Center Shifter Console Components. Scheme 474

Operation

If the piston (B1a) on multiple-disc brake B1 is subjected to oil pressure, it presses the internal and external discs of the disc set together. The front sun gear (V1) on the housing is locked via the internal multiple-disc carrier (B1c). The front planetary gears (V2) roll on the front sun gear (V1).

If the rear multiple-disc brake (B2) is engaged via the piston (B2a), then this presses the disc set together. The center sun gear (M1) is locked against the housing via the internal multiple-disc carrier (B2c). The center planetary gears (M2) roll on the center sun gear (M1)

If the center multiple disc brake (B3) is engaged via the piston (B3a), then the rear planetary gear carrier (H3) and the center hollow gear (M4) are locked. When the center multiple-disc brake (B3) is engaged the direction of rotation reverses.

Freewheel, function - GF27.51-P-5102-04G

Transmission 722.6

Identifying Freewheel Function. Scheme 475

Operation

If the inner race (13) of the freewheel is locked and the outer race (12) turns in direction "A", the locking elements (14) adopt a diagonal position on account of their special contours, allowing the freewheel function. The outer race (12) slides over the locking elements (14) with negligible friction.

If the rotation of the outer race (12) changes to direction "B", the locking elements (14) stand up and lock the outer and inner races (12, 13) together.

Multi-disk clutch, design - GF27.51-P-5103-03N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Identifying Shift Detent Location - Transmission 722.9 In Model 171.4, 203, 209, 211, 219. Scheme 476

A multi-disk clutch consists of a number of internally toothed plates (10) on an internal plate carrier and externally toothed plates (9) on an externally toothed plate carrier. Single-sided lamella are used on the K1 multidisk clutch (K1), on the K2 multidisk clutch (K2) and on the K3 multidisk clutch (K3).

On this type of lamella the friction lining is only applied on one side. Among other things, this improves heat distribution in the disk pack, the design of the disk pack is more compact, the load-bearing capacity is increased and the mass is reduced.

Multi-disk brake, design - GF27.51-P-5104-03N

Transmission 722.9 in model 171.4, 203, 209, 211, 215, 219, 220, 230, 463.303/340/341

Identifying Multi-Disk Brake Design - Transmission 722.9. Scheme 477

A multi-disk brake consists of several internally toothed plates (10) on an internal plate carrier and several externally toothed plates (9) on an external plate carrier which is connected in a fixed manner to the transmission housing. Single-sided lamella are used on the B1 multidisk brake (B1) and on the B3 multidisk brake (B3). On this type of lamella the friction lining is only applied on one side.

Among other things, this improves heat distribution in the disk pack, the design of the disk pack is more compact, the load-bearing capacity is increased and the mass is reduced. Furthermore, disks coated on both sides are used on multi-disk brake B2 (B2) and multidisk brake BR (BR).

Survey of multi-disk components, production details - GF27.51-P-5200W

TRANSMISSION 722.9 /9

Function of gear shift - GF27.60-P-2000GA

TRANSMISSION 722.6 in MODEL 163, 170, 202, 208, 210 with touch shift

TRANSMISSION 722.6 in MODEL 203 up to 23.4.04, 215, 220, 240 (except 215.374 /379, 220.074 /174 /179)

On transmission 722.6 the electrohydraulic control unit converts the electric signals going out from the electronic transmission control (EGS) into hydraulic signals.

Faults occurring in the ETC control unit (N15/3) are handled by the limp-home system. The limp-home system is designed so that the driver can reach a Service Operation even under extreme conditions.

Selector lever positions "P", "R", "N" and "D" are transmitted by the electronic selector lever module control unit (N15/5) on the Controller Area Network bus class C (engine compartment) (CAN-C) and in parallel to this by means of a shift rod to the range selector lever at the transmission end. By touching or holding the selector lever towards"+" or"-" the shift range is preselected and displayed in the instrument cluster (A1) until an upshift of transmission 722.6 is possible.

Gear shift, function - GF27.60-P-2000N

TRANSMISSION 722.9 in MODEL 215, 220

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219, 230 (except 171.473 /44) except CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The electrohydraulic controller unit converts electrical signals going out from the fully integrated transmission control (VGS) into hydraulic signals. Faults occurring in the VGS are covered by the limp-home mode. The limp-home strategy is designed so that the driver can still reach a Mercedes-Benz service operation under extreme conditions.

The selector lever positions "P", "R", "N" and "D" are transferred by the electronic selector lever module control unit (N15/5) to the Controller Area Network bus Class C (engine compartment) (CAN-C) and - in parallel - mechanically forwarded with the aid of shift rod to the selection range sensor (VGS) (Y3/8s1). By touching or holding the selector lever in the "+" and "-" direction the shift range, up to which the a upshifting of the transmission is possible, is programmed and displayed in the instrument cluster (A1).

Gear shift, function - GF27.60-P-2000NL

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219, 230 with CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 171.473

The electric controller unit (VGS) (Y3/8) converts the electrical signals from the fully integrated transmission control (VGS) into hydraulic signals. Any problems that occur are covered for by the limp-home system. This is designed to allow the driver to reach a service outlet even under extreme conditions.

The selector lever positions "P", "R", "N" and "D" are filed by the electronic selector lever module control unit (N15/5) on the Controller Area Network bus Class C (engine compartment) (CAN-C) and - in parallel - mechanically forwarded with the aid of shift rod to the selection range sensor (VGS) (Y3/8s1).

Program selection "C/S"

The following functions can be actuated with the aid of the selector lever, left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (vehicles up to 31.5.06 with code (428) Steering wheel shift buttons) or the steering wheel gear shifter MINUS (S110/1) and the steering wheel gear shifter PLUS (S111/1) (AMG vehicles and vehicles as of 1.6.06 with code (428) Steering wheel shift buttons)

1. Preselection of shift range, up to which the transmission performs upshifts
2. Direct change to drive position "D"
3. Change into a gear from which the vehicle can be favorably accelerated or decelerated

Program selection "M"

The 7 forward gears can be directly selected with the aid of the selector lever, left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (vehicles up to 31.5.06 with code (428) Steering wheel shift buttons) or the steering wheel gear shifter MINUS (S110/1) and the steering wheel gear shifter PLUS (S111/1) (AMG vehicles and vehicles as of 1.6.06 with code (428) Steering wheel shift buttons): The shifted gear is displayed in the instrument cluster (A1).

The transmission automatically changes into the sport program "S" when the selector lever is shifted out of selector lever position "D". Gear shifts which would result in an impermissible high or low engine speeds are not executed.

In addition a mandatory downshift occurs at too low an engine speed or a mandatory upshift occurs at too high an engine speed. When the vehicle is stationary the transmission automatically shifts into 1st gear. It is possible to start off both in 1st or 2nd gear.

Drive positions "R", "P" and "N" can only be shifted to using the selector lever.

The manual shift program "M" is not stored. After restarting the engine a change is made to the sport program "S", and it is indicated in the instrument cluster (A1).

Gear shift, function - GF27.60-P-2000PMA

TRANSMISSION 722.6 in MODEL 203, 209, 211, 230 with CODE (428) Steering wheel shift buttons

On transmission 722.6 the electric controller unit (Y3/6) converts the electrical signals coming from the electronic transmission control (EGS) into hydraulic signals.

Any problems that occur are covered for by the limp-home system. This is designed to allow the driver to reach a service outlet even under extreme conditions.

The selector lever positions "P", "R", "N" and "D" are filed by the electronic selector lever module control unit (N15/5) on the Controller Area Network bus Class C (engine compartment) (CAN-C) and also forwarded mechanically by shift rod to the selection range switch at the transmission end.

Program selection "C/S"

The following functions can be actuated using the selector lever, left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (up to 31.5.06) or the steering wheel gear shifter MINUS (S110/1) and the steering wheel gear shifter PLUS (S111/1) (as of 1.6.06)

1. Preselection of shift range, up to which the transmission performs upshifts
2. Direct change to drive position "D"
3. Change into a gear from which the vehicle can be favorably accelerated or decelerated

Program selection "M"

The 5 forward gears can be shifted directly using the selector lever or the left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (up to 31.5.06) or the steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) (as of 1.6.06).

The shifted gear is displayed in the instrument cluster (A1). The transmission automatically changes into the sport program "S" when the selector lever is shifted out of selector lever position "D".

Gear shifts which would result in an impermissible high or low engine speeds are not executed.

In addition a mandatory downshift occurs at too low an engine speed or a mandatory upshift occurs at too high an engine speed.

When the vehicle is stationary the transmission automatically shifts into 1st gear. It is possible to start off both in 1st or 2nd gear. Drive positions "R", "P" and "N" can only be shifted to using the selector lever.

The manual shift program "M" is not stored. After restarting the engine a change is made to the sport program "S", and it is indicated in the instrument cluster (A1).

Function of gear shift - GF27.60-P-2000RM

TRANSMISSION 722.6 in MODEL 209.376 up to 31.5.03, 211.076, 230.474 up to 31.8.03

With automatic transmission 722.6 the electrohydraulic control unit converts the electrical signals going out from the electronic transmission control (ETC) into hydraulic signals.

Faults occurring in the ETC control module (N15/3) are handled by the limp-home system. This is designed to allow the driver to reach a service outlet even under extreme conditions.

The selector lever positions "P", "R", "N" and "D" are passed on in parallel to conveying via the engine compartment CAN mechanically by means of a shift rod on the transmission side range selector lever.

Program selection "W/S"

By touching or holding the selector lever towards "+" or "-" the shift range is preselected and displayed in the instrument cluster (A1) until a transmission upshift is possible.

Program selection "M"

Program selection "M" is only possible in selector lever position "D". The 5 forwards gears of the automatic transmission can shifted in the process directly, either via the steering wheel gear shifter MINUS (S110/1), steering wheel gear shifter PLUS (S111/1) or via the selector lever.

The gear engaged is displayed in the instrument cluster (A1). When the selector lever is shifted out of the selector lever position "D" the system automatically changes into the standard program "S".

Shift operations at unacceptably high or low speed are not carried out.

In addition forced downshift occurs at underspeed and a forced upshift occurs at overspeed.

1st gear is engaged automatically when the vehicle is stationary. It is also possible to start off both in 1st and 2nd gear.

Gear shift, function - GF27.60-P-2000RMZ

TRANSMISSION 722.6

in model 209.376 as of 1.6.03, 209.476, 211.076 as of 1.9.03, 211.276, 215.374 /379, 219.376, 220.074 /174 /179, 230.474 as of 1.9.03, 230.479

On transmission 722.6 the electrohydraulic control unit converts the electric signals going out from the electronic transmission control (EGS) into hydraulic signals.

Faults occurring in the ETC control unit (N15/3) are handled by the limp-home system. This is designed to allow the driver to reach a service outlet even under extreme conditions.

In parallel with being conveyed via the controlled area network bus class C (engine compartment) (CAN-C), the selector lever positions "P", "R", "N" and "D" are passed on mechanically by means of a shift rod mechanically to the range selector lever at the transmission side.

Program selection "C/S"

Via touching or holding the selector lever towards "+" or "-", the shift range is preselected and displayed in the instrument cluster (A1) until an upshift of the transmission 722.6 is possible.

Program selection "M"

Program selection "M" is only possible in selector lever position "D". In the process the 5 forward gears of transmission 722.6 can be shifted direct, either via the steering wheel gear shifter MINUS (S110/1), steering wheel gear shifter PLUS (S111/1) or via the selector lever.

The shifted gear is displayed in the instrument cluster (A1). The transmission automatically changes into the sport program "S" when the selector lever is shifted out of selector lever position "D".

Shift processes at unacceptably high or low engine speed are not carried out.

In addition a mandatory downshift occurs at too low an engine speed or a mandatory upshift occurs at too high an engine speed. When the vehicle is stationary the transmission automatically shifts into 1st gear. It is possible to start off both in 1st or 2nd gear.

Function of gear shift - GF27.60-P-2000T

TRANSMISSION 722.6 in MODEL 211 (except 211.05 /076 /25 /276) except CODE (428a) Steering wheel shift buttons

On transmission 722.6 the electrohydraulic control unit converts the electric signals going out from the electronic transmission control (EGS) into hydraulic signals.

Faults occurring in the ETC control unit (N15/3) are handled by the limp-home system. The limp-home system is designed so that the driver can reach a Service Operation even under extreme conditions.

Selector lever positions "P", "R", "N" and "D" are transmitted by the electronic selector lever module control unit (N15/5) on the Controller Area Network bus class C (engine compartment)

(CAN-C) and in parallel to this by means of a shift rod to the range selector lever at the transmission end. By touching or holding the selector lever towards "+" or "-" the shift range is preselected and displayed in the instrument cluster (A1) until an upshift of transmission 722.6 is possible.

Transmission control, function - GF27.60-P-2002N

TRANSMISSION 722.9 in MODEL 215, 220

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219, 230 (except 171.473 /44) except CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The transmission control is dived into electronic and hydraulic transmission control.

While the electronic transmission control takes over the gear selection and adaptation of pressures to the torque to be transmitted, the power supply of the transmission is controlled via the hydraulic elements of the electrohydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected to the torque converter.

The fully integrated transmission control (VGS) makes possible precise adaptation of pressures to the respective operating conditions and to the engine output during the shift phase which results in a significant increase in shift quality.

It is possible to reach the engine rpm limit in the individual gears using full throttle and kickdown.

The shift range can be changed in the forwards gears while driving, however the fully integrated transmission control (VGS) prevents an unacceptably high engine speed by means of a downshift lockout device The VGS also offers an additional advantage of flexible adaptation to different vehicle and engine variants. The driver can choose between the two transmission modes "S" (sport program) and "C" (comfort program). These also provide different gear ratios for reverse gear.

The fully integrated transmission control (VGS) control unit (Y3/8n4) monitors and shifts depending on

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection (C/S)
5. The state of the transmission
6. Signals on the Controller Area Network bus class C (engine compartment) (CAN-C) VGS control unit, location/task «GF27.19-P-4013N»(ref-281056-S01355324752008030700000) Electric control unit, location/task/design/ function «GF27.19-P-5104N»(ref-281056-S03865149172008030700000) Kick-down simulator, location/task «GF27.10-P-5108N»(ref-281056-S30206025692008030700000) Selection range sensor, location/task «GF27.19-P-5142N»(ref-281056-S07776352952008030700000) Transmission oil temperature sensor, location/ task/design «GF27.19-P-4014N»(ref-281056-S13697290022008030700000) Location/task/function of rpm sensor «GF27.19-P-5127N»(ref-281056-S37353207212008030700000) Oil pump, location/task/design/function «GF27.10-P-5103N»(ref-281056-S37059336852008030700000)

Transmission control, function - GF27.60-P-2002NL

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 219, 230 with CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 171.473

The transmission control is dived into electronic and hydraulic transmission control.

While the electronic transmission control takes over the gear selection and adaptation of pressures to the torque to be transmitted, the power supply of the transmission is controlled via the hydraulic elements of the electrohydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected to the torque converter.

The fully integrated transmission control (VGS) makes possible precise adaptation of pressures to the respective operating conditions and to the engine output during the shift phase which results in a significant increase in shift quality.

It is possible to reach the engine rpm limit in the individual gears using full throttle and kickdown.

The shift range can be changed in the forwards gears while driving, however the fully integrated transmission control (VGS) prevents an unacceptably high engine speed by means of a downshift lockout device The VGS also offers an additional advantage of flexible adaptation to different vehicle and engine variants. The driver can choose between 3 transmission modes "S" (sport program), "C" (comfort program) and "M" (manual program). These also provide different gear ratios for reverse gear.

The fully integrated transmission control (VGS) control unit (Y3/8n4) monitors and shifts depending on

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection (M/C/S)
5. The state of the transmission
6. The selected gear (with program selection "M")
7. Signals on the Controller Area Network bus class C (engine compartment) (CAN-C) VGS control unit, location/task «GF27.19-P-4013N»(ref-281056-S01355324752008030700000) Electric control unit, location/task/design/ function «GF27.19-P-5104N»(ref-281056-S03865149172008030700000) Kick-down simulator, location/task «GF27.10-P-5108N»(ref-281056-S30206025692008030700000) Selection range sensor, location/task «GF27.19-P-5142N»(ref-281056-S07776352952008030700000) Transmission oil temperature sensor, location/ task/design «GF27.19-P-4014N»(ref-281056-S13697290022008030700000) Location/task/function of rpm sensor «GF27.19-P-5127N»(ref-281056-S37353207212008030700000) Oil pump, location/task/design/function «GF27.10-P-5103N»(ref-281056-S37059336852008030700000)

Function of transmission control - GF27.60-P-2002P

TRANSMISSION 722.6 in MODELS 170, 202, 208, 210 with touch shift

TRANSMISSION 722.6 in MODEL 203, 209 (except, 209.376) up to 31.5.03, 211 (except 211.076) up to 31.8.03, 215, 220 up to 31.8.02, 230 (except 230.474) up to 31.8.03

Transmission control is divided into the electronic and hydraulic transmission control functions.

While the electronic transmission control (ETC) takes over gear selection and the adaptation of pressures to the moment to be transmitted, the power supply control of the transmission takes place via the hydraulic elements of the electrohydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.

The electronic transmission control (ETC) makes possible precise adaptation of the pressures to the respective operating conditions and to the engine output during the shift phase which leads to a significant increase in shift quality. It is possible to reach the rpm limit in the individual gears at full throttle and using kick-down. While driving, the shift range can be changed in the forwards gears, however the electronic transmission control (ETC) prevents an unacceptably high engine rpm by means of downshift protection.

Furthermore, electronic transmission control (ETC) offers the advantage of flexible adaptation to various vehicle and engine versions. The driver can choose between the two transmission mode "S" (standard program) and "W" (winter program). These also provide different gear ratios for reverse gear.

The ETC [ETC] control unit (N15/3) monitors and shifts depending on

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection ("W/S")
5. The state of the transmission
6. CAN signals

Function of transmission control - GF27.60-P-2002PMA

TRANSMISSION 722.6 in MODEL 203, 209, 211, 230 with CODE (428a) Steering wheel shift buttons

Transmission control is divided into the functions of electronic transmission control (ETC) and hydraulic transmission control. While the EGS takes over the gear selection and adaptation of pressures to the torque to be transmitted, the power supply control of transmission 722.6 takes place via the hydraulic elements of the electrohydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.

The electronic transmission control (ETC) makes possible a precise adaptation of pressures to the respective operating conditions and to the engine output during the gearshift phase, resulting in a significant improvement in shift quality.

The ETC offers the advantage of a flexible adaptation to various vehicle and engine versions.

The driver can choose between 3 transmission modes "S" (sport program), "C" (comfort program) and "M" (manual program). These also provide different gear ratios for reverse gear.

The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range can be changed in the forwards gears while driving, however the ETC prevents an unacceptably high engine speed by means of a downshift lockout device

The ETC takes place as a function of

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection ("M/C/S")
5. Programmed shift range
6. Selected gear (with program selection "M")
7. The state of the transmission
8. Controller Area Network (CAN) signals ETC control unit, location/task «GF27.19-P-4012G»(ref-281056-S28483369482008030700000) Electric control unit, location/task/design/ function «GF27.19-P-5104G»(ref-281056-S26216249562008030700000) Location/task/design/function of starter interlock contact «GF27.19-P-5106G»(ref-281056-S16775616742008030700000) Temperature sensor, location/task/design/ function «GF27.19-P-5108G»(ref-281056-S33134064522008030700000) Location/task/function of rpm sensor «GF27.19-P-5127G»(ref-281056-S25907375252008030700000) Location/task/design/function of oil pump «GF27.10-P-5103G»(ref-281056-S07965617362008030700000)

Function of transmission control - GF27.60-P-2002RM

TRANSMISSION 722.6 in MODEL 209.376 up to 31.5.03, 211.076, 230.474 up to 31.8.03

Transmission control is divided into the electronic and hydraulic transmission control functions.

Whilst the electronic transmission control (ETC) takes over gear selection and the adaptation of pressures to the moment to be transmitted, the power supply control of the transmission takes place via the hydraulic elements of the electrohydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.

The electronic transmission control (ETC) makes possible precise adaptation of the pressures to the respective operating conditions and to the engine output during the shift phase which leads to a significant increase in shift quality.

Furthermore, electronic transmission control (ETC) offers the advantage of flexible adaptation to various vehicle and engine versions.

The driver can choose between the three transmission modes "S" (standard program), "W" (winter program) and "M" (manual program). These also provide different gear ratios for reverse gear.

It is possible to reach the rpm limit in the individual gears at full throttle and using kick-down. While driving, the shift range can be changed in the forwards gears, however the electronic transmission control (ETC) prevents an unacceptably high engine rpm by means of downshift protection.

Electronic transmission control (ETC) operates in relation to

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection ("M/W/S")
5. The preselected shift range (with program selection "W/S")
6. The selected gear (with program selection "M")
7. The state of the transmission
8. CAN signals

Transmission control, function - GF27.60-P-2002RMZ

TRANSMISSION 722.6 in model 209.376 as of 1.6.03, 209.476, 211.076 as of 1.9.03, 211.276, 215.374 /379, 219.376, 220.074 /174 /179, 230.474 as of 1.9.03, 230.479

The transmission control is dived into electronic and hydraulic transmission control.

While the electronic transmission control (EGS) takes over the gear selection and the adaptation of the pressures to the torque to be transmitted, the power supply of the transmission is controlled via the hydraulic elements of the electro-hydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected to the torque converter. The electronic transmission control (ETC) makes possible a precise adaptation of pressures to the respective operating conditions and to the engine output during the gearshift phase, resulting in a significant improvement in shift quality.

The electronic transmission control offers the advantage of flexible adaptation to various vehicle and engine versions.

The driver can choose between 3 transmission modes "S" (sport program), "C" (comfort program) and "M" (manual program). These also provide different gear ratios for reverse gear.

The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range can be changed in the forwards gears while driving, however the ETC prevents an unacceptably high engine speed by means of a downshift lockout device

Electronic transmission control takes place depending on the following factors

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection ("M", "C", "S")
5. Programmed shift range (with program selection "C", "S")
6. Selected gear (with program selection "M")
7. The state of the transmission
8. Controller Area Network (data bus/CAN bus) (CAN) signals

Function of transmission control - GF27.60-P-2002T

TRANSMISSION 722.6 in MODEL 211 (except 211.076 /05 /25 /276) as of 1.9.03 except CODE (428a) Steering wheel shift buttons

Transmission control is divided into the functions of electronic transmission control (ETC) and hydraulic transmission control. Whilst the EGS takes over the gear selection and adaptation of pressures to the torque to be transmitted, the power supply control of transmission 722.6 takes place via the hydraulic elements of the electrohydraulic control unit. The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.

The electronic transmission control (ETC) makes possible a precise adaptation of pressures to the respective operating conditions and to the engine output during the gearshift phase, resulting in a significant improvement in shift quality. The engine speed limit can be reached in the individual gears at full throttle and kickdown.

The shift range can be changed in the forwards gears while driving, however the ETC prevents an unacceptably high engine speed by means of a downshift lockout device

Furthermore ETC offers the advantage of a flexible adaptation to various vehicle and engine versions. The driver can choose between the two transmission modes "S" (sport program) and "C" (comfort program). These also provide different gear ratios for reverse gear.

The ETC [EGS] control unit (N15/3) monitors and shifts depending on

1. The vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selection ("C/S")
5. The state of the transmission
6. Controller Area Network (CAN) signals

Function of gear change - GF27.60-P-3010G

TRANSMISSION 722.6

Operation

Every gear change is triggered by the electronic transmission control (ETC). Each shift sequence is assigned a control block. Each of these contains one overlap regulating valve, one holding pressure shift valve, one shift pressure shift valve, one command valve and one electromagnetically actuated switchover valve (upshift / downshift solenoid valve).

Actuation of the solenoid valve switches over from stationary mode to the shift phase.

When the gear change is complete the solenoid valves are no longer actuated as the different gears are subject to a self-hold function in stationary mode.

Gear change, function - GF27.60-P-3010N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Each gear shift is triggered by the fully integrated transmission control (VGS). In the process one component group is assigned to each shift operation. One component group consists of the respective control solenoid valve, the regulating valve involved, the responsible shift valve and the necessary multi-disk brake or necessary multi-disk clutch.

The pressure in the engaging multi-disk brake or multi-disk clutch is increased constantly and simultaneously the pressure in the disengaging multi-disk brake or multi-disk clutch is reduced. In the process a flowing transition is involved, but nevertheless the components affected are actuated directly and as a result enable downshifting via several gears.

Manual drive mode selection, function - GF27.60-P-3011NT

TRANSMISSION 722.9 in MODELS 211, 219 except CODE (428) Steering wheel shift buttons

Manual Drive Mode Selection Function Chart. Scheme 478

With the selector lever and the transmission mode switch (S16/5) on the floor shift it is possible to adapt the automatic gearshift sequence to suit specific operating conditions.

Although the shift range can be changed in the forward gears whilst driving, the fully integrated transmission control (VGS) prevents an unacceptably high engine speed caused by a shift operation.

In position "C" (Comfort program) of the transmission mode switch (S16/5) a longer overall ratio is available compared with that in position "S" (Sports program) and thus a lower output torque for forward and rearward motion. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

Manual drive mode selection, function - GF27.60-P-3011NTL

TRANSMISSION 722.9 in MODEL 211, 219 with CODE (428) Steering wheel shift buttons

With the selector lever and the transmission mode switch (S16/5) it is possible to adapt the automatic sequence of the shift to particular operating conditions.

The shift range can in fact be changed in the forward gears while driving, however the electronic transmission control (ETC) prevents any overrevving of the engine through upshifting at the maximum governed engine speed.

The comfort program "C" provides a greater overall ratio and thus a lower drive torque when driving off forwards or backwards. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

In the manual shift program "M" all forward gear can be selected using the selector lever or the left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (up to 31.5.06) or the steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) (as of 1.6.06).

Gear shifts which would result in an impermissible high or low engine speed are not executed

Manual program selection, function - GF27.60-P-3011P

TRANSMISSION 722.6

in MODEL 203, 209.3 (except, 209.376) up to 31.5.03

211 (except 211.076) up to 31.8.03

Manual Program Selection Function Flow Diagram - Transmission 722.6 In Model 203 Up To 31.5.03. Scheme 479

S16/5 Using the selector lever and transmission mode switch (< >) of the floor shift it is possible to adapt the automatic gearshift sequence to suit specific operating conditions.

In the forward gears the shift range can in fact be changed while driving, but the electronic transmission control (ETC) prevents a shift at an unacceptably high engine speed.

In the "W" (winter program) position of the transmission mode switch (S16/5) a lower overall ratio and as a result a lower output moment is available when starting off forwards and when reversing. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

Manual drive mode selection, function - GF27.60-P-3011PMA

TRANSMISSION 722.6 in MODEL 203, 209, 211 with CODE (428) Steering wheel shift buttons

With the selector lever and the transmission mode switch (S16/5) it is possible to adapt the automatic sequence of the shift to particular operating conditions.

The shift range can in fact be changed in the forward gears while driving, however the electronic transmission control (ETC) prevents any over-revving of the engine through upshifting at the maximum governed engine speed.

The comfort program "C" provides a greater overall ratio and thus a lower drive torque when driving off forwards or backwards. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

In the manual shift program "M" all forward gear can be selected using the selector lever or the left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2) (up to 31.5.06) or the steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) (as of 1.6.06).

Gear shifts which would result in an impermissible high or low engine speeds are not executed

Function of manual drive mode selection - GF27.60-P-3011PZ

TRANSMISSION 722.6 in MODEL 203 as of 1.6.03 up to 23.4.04

TRANSMISSION 722.6

in MODEL 209.3 (except 209.376) as of 1.6.03

209.4 (except 209.476)

211 (except 211.076 /05 /25 /276) as of 1.9.03 except CODE (428a) Steering wheel shift buttons

Manual Drive Mode Selection Function Flow Diagram - Transmission 722.6 In Model 203 As Of 1.6.03 Up To 23.4.04. Scheme 480

With the selector lever and the transmission mode switch (S16/5) on the floor shift it is possible to adapt the automatic gearshift sequence to suit specific operating conditions.

The shift range can in fact be changed in the forward gears while driving, however the electronic transmission control (ETC) prevents a shift at an unacceptably high engine speed.

In position "C" (comfort program) of the transmission mode switch (S16/5) a lower overall ratio and therefore a lower output torque is available when driving backwards and forwards. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

Manual Program Selection Function Chart. Scheme 481

TRANSMISSION 722.6 in MODEL 209.376 up to 31.5.03, 211.076, 230.474 up to 31.8.03

S16/5 Using the selector lever and transmission mode switch (< >) of the floor shift it is possible to adapt the automatic gearshift sequence to suit specific operating conditions.

In the forward gears the shift range can in fact be changed while driving, but the electronic transmission control (ETC) prevents a shift at an unacceptably high engine speed.

In the "W" (winter program) position of the transmission mode switch (S16/5) a lower overall ratio and as a result a lower output moment is available when starting off forwards and when reversing. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

In position "M" (manual program) of the transmission mode switch (S16/5) all forward gears can be shifted directly by means of selector lever (touch shifts to "+" or "-") or by operating the steering wheel gear shifter MINUS (S110s1) or steering wheel gear shifter PLUS (S111s1).

Shift operations at unacceptably high or low speed are not carried out.

Manual drive mode selection, function - GF27.60-P-3011RMZ

TRANSMISSION 722.6 in model 209.376 as of 1.6.03, 209.476, 211.076 as of 1.9.03, 211.276, 215.374 /379, 219.376, 220.074 /174 /179, 230.474 as of 1.9.03, 230.479

Manual Drive Mode Selection Function Flow Chart - Transmission 722.6 In Model 209.376. Scheme 482

With the selector lever and the transmission mode switch (S16/5) it is possible to adapt the automatic sequence of the shift to particular operating conditions.

The shift range can in fact be changed in the forward gears while driving, however the electronic transmission control (ETC) prevents a shift at an unacceptably high engine speed.

In position "C" (comfort program) of the transmission mode switch (S16/5) a lower overall ratio and therefore a lower output torque is available when driving backwards and forwards. This allows the vehicle to move off more gently. In addition, the gears are not driven to maximum revs.

In position "M" (manual program) of the transmission mode switch (S16/5) all forward gears can be shifted directly by means of the selector lever (touch shifts to "+" or "-") or by operating the steering wheel gear shifter MINUS (S110/1) or steering wheel gear shifter PLUS (S111/1).

A shift is not carried out at an unacceptably high or low rpm.

Limp-home mode, function - GF27.60-P-3012G

TRANSMISSION 722.6

Operation

In order to ensure a safe driving state and to prevent damage to the automatic transmission, the ETC control module (N15/3) switches to limp-home mode in the event of critical faults. A fault code assigned to the fault is stored in memory.

All solenoid and regulating valves are thus de-energized.

Effect

1. The gear last engaged remains engaged.
2. The modulating pressure and shift pressure rise to the maximum levels.
3. The torque converter lockup clutch is switched off.

In order to preserve the operability of the vehicle to some extent, the hydraulic control can be used to engage 2nd gear or reverse

1. Stop vehicle
2. Switch off engine
3. Move selector lever to "P"
4. Wait at least 10 seconds
5. Start engine
6. Move the selector lever to "D": --> 2nd gear
7. Move selector lever to "R": --> Reverse gear

The limp-home function remains active until the fault is rectified or the stored fault code is erased. Sporadic faults can be reset via ignition OFF/ON.

Emergency default mode, function - GF27.60-P-3012N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

In order to ensure a safe driving state and to prevent damage to the automatic transmission, the VGS electric control unit (Y3/8) switches to the limp-home mode if critical faults occur. In the event of a hardware fault all the control solenoid valves are switched off. They are then de-energized. In limp-home mode, the transmission shifts to 6th gear. After engaging selector lever position "P", 2nd gear is selected in selector lever position "D". Reverse gear R from the convenience program is available. As a result the vehicle can be brought to the nearest Mercedes-Benz service outlet.

If hydraulic faults occur, the transmission does not shift out of the gear currently engaged. If the fault is in the control solenoid valves, the gear affected is locked out and cannot be engaged anymore.

Up to 16 faults are stored simultaneously in the fault memory. These can be read out using STAR DIAGNOSIS

Operating pressure, function - GF27.60-P-3013G

TRANSMISSION 722.6

Operation

The working pressure supplies pressure to the hydraulic control and transmission elements. The working pressure is the highest hydraulic pressure in the entire hydraulic system. The working pressure is regulated at the working pressure regulating valve in relation to the load and gear. All other pressures required for transmission control are diverted from the working pressure.

Function of operating pressure - GF27.60-P-3013N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The oil pressure produced by the oil pump is converted into working pressure by the working pressure regulating valve. The level of operating pressure depends on the position of the regulating valve and thus on its geometry. The position of the working pressure regulating valve is influenced by the working pressure control solenoid valve (VGS) (Y3/8y1) in a load/gear dependent manner. All other pressures required for the transmission control are derived from the working pressure.

Shift pressure, function - GF27.60-P-3015G

TRANSMISSION 722.6

Operation

The shift pressure is determined by the shift pressure regulating solenoid valve (Y3/6y2) and the shift pressure regulating valve.

The shift pressure

1. Regulates the pressure in the activating shift element during the shift phase.
2. Determines together with the modulating pressure the pressure reduction at the deactivating shift element as regulated by the overlap regulating valve.
3. Initializes 2nd gear in limp-home mode.

Shift pressure, function - GF27.60-P-3015N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The shift pressure (pressure in the multi-disk clutch or in multi-disk brake) is derived from the working pressure. The respective control solenoid valve influences the position of the associated regulating valve. In turn the position influences the pressure prevailing in the multi-disk brake or in multi-disk clutch. The pressure is thus dependent of the area of the respective regulating valve on which the working pressure acts.

Modulating pressure, function - GF27.60-P-3016G

TRANSMISSION 722.6

Operation

The modulating pressure influences the size of the working pressure and determines together with the shift pressure the pressure regulated at the overlap regulating valve.

The modulating pressure is regulated at the modulating pressure regulating solenoid valve (Y3/6y1), which is under regulating valve pressure. The modulating pressure is variable and relative to the engine load.

Regulating valve pressure, function - GF27.60-P-3017G

TRANSMISSION 722.6

Operation

The regulating valve pressure is regulated at the regulating valve pressure regulating valve depending on the working pressure up to a maximum pressure of 8 bar. It supplies the modulating pressure regulating solenoid valve (Y3/6y1), the shift pressure regulating solenoid valve (Y3/6y2) and the shift valve pressure regulating valve.

Function of regulating valve pressure - GF27.60-P-3017N

TRANSMISSION 722.9 in MODEL 171.4, 203, 209, 211, 215, 219, 220, 230

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

The control valve supply pressure is derived from the working pressure and is limited to a maximum pressure of 8 bar. 2 supply pressure regulating valves are used. Supply pressure regulating valve 1 supplies the following control solenoid valves

1. Working pressure control solenoid valve (VGS) (Y3/8y1)
2. Clutch control solenoid valve K2 (VGS) (Y3/8y3)
3. Brake control solenoid valve B2 (VGS) (Y3/8y6)
4. Torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8)

Supply pressure regulating valve 2 supplies the following control solenoid valves

1. Clutch control solenoid valve K1 (VGS) (Y3/8y2)
2. Clutch control solenoid valve K3 (VGS) (Y3/8y4)
3. Brake control solenoid valve B1 (VGS) (Y3/8y5)
4. Brake control solenoid valve B3 (VGS) (Y3/8y7)

By using supply pressure regulating valve 1 and supply pressure regulating valve 2 the control solenoid valve groups are isolated from each other and, in the event of any shift operations (via a gear), none of the control solenoid valve groups has an effect on any other.

Shift valve pressure, function - GF27.60-P-3018G

TRANSMISSION 722.6

Operation

The shift valve pressure is derived from the regulating valve pressure, regulated at the shift valve pressure regulating valve and is then present at

1. 1-2 and 4-5 shift solenoid valve (Y3/6y3)
2. 3-4 shift solenoid valve (Y3/6y4)
3. 2- -3 shift solenoid valve (Y3/6y5)
4. Torque converter lockup PWM solenoid valve (Y3/6y6)
5. 3-4 and 2-3 shift pressure shift valve.

The shift valve pressure controls the command valves via the upshift / downshift solenoid valves.