Automatic Transmission -- Basic Knowledge: Other Mercedes-Benz E-class W212/S212/C207/A207

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), 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

Scheme 186

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

Scheme 187

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-0001-05NT

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

Model 463.303/340/341

Scheme 188

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

Scheme 189

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), 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

Scheme 190

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

TRANSMISSION 722.9 in MODEL 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 191

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

Scheme 192

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 kick-down 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

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

TRANSMISSION 722.9 in MODEL 171.4, 203 up to Model Year 8

TRANSMISSION 722.9 in MODEL 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).

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

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 193

The term "power flow" refers to the transmission paths of driving power and engine torques. The engine torques are transmitted to the drive wheels via the mechanical-hydraulic connection between the engine, torque converter, the downstream transmission and differential.

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 sets the torques coming from the converter, depending on the gear ratio and shift elements actuated, are passed on to the transmission output shaft with the help of the multidisk clutches and multidisk 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 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 463.303/340/341

Illustrated on model 230

Scheme 194

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.

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

TRANSMISSION 722.9 in MODEL 171.4, 203 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 219

Scheme 195

Selector lever position "P"

Scheme 196

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

Ignition switch lock, 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-3011N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 197

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-3012N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 198

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-3013N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 199

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-3014N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 200

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-3015N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 201

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.

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

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 202

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

Scheme 203

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".

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

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 204

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 multi-disk 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 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 219

Shows model 211

Scheme 205

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".

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

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

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-3025N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 209 except CODE (P98) Black Series

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 206

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, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

Scheme 207

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 multi-disk 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-5100-02N

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

Scheme 208

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

Scheme 209

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

Scheme 210

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

Scheme 211

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

Scheme 212

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

Scheme 213

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)

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 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

Scheme 214

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

Scheme 215

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

1. Working pressure control solenoid valve (VGS) (Y3/8y1)
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)
7. Brake control solenoid valve B3 (VGS) (Y3/8y7)
8. Torque converter lockup clutch control solenoid valve (VGS) (Y3/8y8)

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

Scheme 216

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

Scheme 217

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

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

Scheme 218

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

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

Scheme 219

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

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

Scheme 220

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

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

Scheme 221

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

Scheme 222

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

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

Scheme 223

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-5127-02N

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

Scheme 224

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).

Together with the information from the internal RPM sensor (VGS) (Y3/8n2) and the output speed sensor (VGS) (Y3/8n3) this RPM is processed as an input signal by the fully integrated transmission control unit (VGS) (Y3/8n4). 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

Scheme 225

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).

Together with the information from the turbine speed sensor (VGS) (Y3/8n1) and from the internal RPM sensor (VGS) (Y3/8n2) this RPM is processed as an input signal by the fully integrated transmission control unit (VGS) (Y3/8n4). 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

Scheme 226

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).

Together with the information from the turbine speed sensor (VGS) (Y3/8n1) and from the output speed sensor (VGS) (Y3/8n3) this RPM is processed as an input signal by the fully integrated transmission control unit (VGS) (Y3/8n4). 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

Scheme 227

A permanently magnetized pole wheel (ring magnet (1)) and the turbine speed sensor (VGS) (Y3/8n1), which consists of magnetoresistive elements, are used to record the turbine speed. A magnetoresistive 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 magnetoresistive 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

Scheme 228

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

Scheme 229

A permanently magnetized pole wheel (cylinder flange with integrated ring magnet (2)) and the internal speed sensor (VGS) (Y3/8n2), which consists of magnetoresistive elements, are used to record the internal transmission speed. A magnetoresistive 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 magnetoresistive 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.

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

The status of the steering wheel gear shifter MINUS (S110/1) and steering wheel gear shifter PLUS (S111/1) 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 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 Gear changes which could result in impermissibly high or low engine speeds are not performed

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) (CAN-C).

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

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

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

Scheme 230

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)

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

Scheme 231

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 toothing 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

Scheme 232

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 toothing of the ring gear (3) and on the external toothing 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, design - GF27.51-P-5103-03N

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

Scheme 233

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

Scheme 234

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 multi-disk brake BR (BR).

Gear shift, function - GF27.60-P-2000N

TRANSMISSION 722.9 in MODEL 215, 220

TRANSMISSION 722.9 in MODEL 209, 211, 219 except CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 463.303/340/341

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 (except 171.473/44) except CODE (428) Steering wheel shift buttons up to Model Year 8

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 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 209, 211, 219 with CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 171.473 up to Model Year 8

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

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.

Selector lever positions "P", "R", "N" and "D" are placed on the CAN C (engine compartment) by the electronic selector lever module (N15/5) control module and at the same time passed on mechanically to the selection range sensor (VGS) (Y3/8s1) by means of a shift rod.

Program selection

The following functions are possible by means of the selector lever, the left steering wheel gear shifter (S110/2) and the 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 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 (transmission mode "S" or "C" (except code P98 Black Series)) at which the transmission upshifts
2. Direct change of gear range "P", "R", "N" and "D" (via the selector lever)
3. Changing into a gear (via the steering wheel shift buttons) from which the vehicle can be accelerated or slowed down favorably

Program selection "M"

The 7 forward gears can be shifted directly by means of the selector lever or left steering wheel gear shifter links (S110/2) and right steering wheel gear shifter (S111/2) (vehicles up to 31.5.06 with code 428 steering wheel shift buttons) or 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). 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 unacceptably 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. The transmission automatically shifts into 1st gear when the vehicle is stationary. It is possible to start off both in 1st or 2nd gear.

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).

Transmission control, function - GF27.60-P-2002N

TRANSMISSION 722.9 in MODEL 215, 220

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 (except 171.473/44) except CODE (428) Steering wheel shift buttons up to Model Year 8

TRANSMISSION 722.9 in MODEL 463.303/340/341

TRANSMISSION 722.9 in MODEL 209, 211, 219 except CODE (428) Steering wheel shift buttons

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)

Transmission control, function - GF27.60-P-2002NL

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 with CODE (428) Steering wheel shift buttons up to Model Year 8 with CODE (428) Steering wheel shift buttons

TRANSMISSION 722.9 in MODEL 209, 211, 219

The transmission control is divided into the electronic and hydraulic transmission control functions.

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 controller 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 forward gears while driving, however the VGS [fully integrated transmission control] prevents an unacceptably high engine speed through a downshift security device. Furthermore the fully integrated transmission control offers the advantage of a flexible adaptation to various vehicle and engine versions. The driver can select between 3 transmission modes "S" (Sport), "C" (Comfort) (except code P98 Black Series) and "M" (Manual). 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. Vehicle speed
2. The position of the selector lever
3. Accelerator pedal position
4. Program selector ("M/C/S") (except code P98 Black Series) or ("M/S") (with code P98 Black Series)
5. Condition of transmission
6. Selected gear (with transmission mode "M")
7. Input signals from CAN C

Gear change, function - GF27.60-P-3010N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

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

Scheme 235

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 while 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

Emergency default mode, function - GF27.60-P-3012N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

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.

Function of operating pressure - GF27.60-P-3013N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

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-3015N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

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.

Function of regulating valve pressure - GF27.60-P-3017N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

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 from 1 to 2, function - GF27.60-P-4013N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303/340/341

In 1st gear the multi-disk brake B2, the multi-disk brake B3 and the multi-disk clutch K3 are engaged. During the shift from 1st gear into 2nd gear the multi-disk brake B3 is disengaged and the multi-disk brake B1 is engaged. The shift process is started by the fully integrated transmission control (VGS) control unit (Y3/8n4). In the process multi-disk brake B1 is filled and the pressure in multi-disk brake B1g increased. Simultaneously the pressure in multi-disk brake B3 is reduced.

This involves a flowing transition. If 2nd gear torque is now reached, the engine speed must be adapted to the level of 2nd gear.(magnification phase). This RPM adaptation is achieved so that the pressure in the multi-disk brake B1 is increased and if necessary an engine torque reduction is carried out via the ME control unit (N3/10) or CDI control unit (N3/9).

Shifting N to D (1st gear), function - GF27.60-P-4014N

TRANSMISSION 722.9 in MODEL 171.4, 203, 230 up to Model Year 8

TRANSMISSION 722.9 in MODEL 209, 211, 215, 219, 220

TRANSMISSION 722.9 in MODEL 463.303 /340 /341

Multi-disk brake B3 and multi-disk clutch K3 are engaged in selector lever position "N". By shifting from selector lever position "N" to selector lever position "D" the supply to multi-disk brake B2 is released by the selector valve. The fully integrated transmission control (VGS) control unit (Y3/8n4) actuates the brake control solenoid valve B2 (VGS) (Y3/8y6) and multi-disk brake B2 is filled with transmission oil. Due to the RPM difference (actual slip) between engine speed and turbine speed the fully integrated transmission control (VGS) control unit (Y3/8n4) detects whether the multi-disk brake B2 is full. The brake control solenoid valve B2 (VGS) (Y3/8y6) actuates the regulating valve B2/BR, which converts the adjacent working pressure into shift pressure and passes it on to the multi-disk brake B2.

The slip required (nominal slip) for the respective gear is stored in the fully integrated transmission control (VGS) control unit (Y3/8n4). Depending on this, the control pressure on the regulating valve BR is changed via the brake control solenoid valve B2 (VGS) (Y3/8y6)B2/. The shift pressure produced by the regulating valve B2/BR depends on the geometry of the regulating valve B2/BR. The pressure in the multi-disk brake B2 in changed until the nominal slip stored in the fully integrated transmission control (VGS) control unit (Y3/8n4) is reached.

Center shifter console, design - GF27.60-P-5100-03NT

Transmission 722.9 in models 211, 219 except code (428a) steering wheel shift buttons

Scheme 236

Center shifter console, design - GF27.60-P-5100-03NTL

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

Scheme 237

Center shifter console, function - GF27.60-P-5100-04NT

TRANSMISSION 722.9 in MODELS 211, 219

The selector lever is moved and positioned in the shift gate, which is not visible to the driver. All selector lever positions are detected by the electronic selector lever module control unit (N15/5), then coded and sent over the Controller Area Network bus Class C (engine compartment) (CAN-C) to the fully integrated transmission control (VGS) control unit (Y3/8n4).

Selector lever positions "P", "R", "N" and "D" are forwarded in parallel to the transmission over CAN-C by means of a mechanical shift rod to the selection range sensor (VGS) (Y3/8s1).

The shift ranges "1", "2", "3", "4", "5" and "6", up to which the fully integrated transmission control (VGS) permits an upshift of the automatic transmission, can be shifted via a sideways movement of the selector lever in selector lever position "D" (touch shift).

Shift detent, function - GF27.60-P-5101-04NT

Transmission 722.9 in models 171.4, 203, 209, 211, 219

Scheme 238

Shift detent, function

When the selector lever (80) is moved into one of the selector lever positions "R", "N" and "D" the roller (84) locks in position in the recess (69d) via the cams. The selector lever (80) is locked to prevent longitudinal movement. It can now only be shifted out of the respective selector lever position by overcoming the force of the leaf spring (85).

Sideways movement in selector lever position "D" (touch shift in direction "+" and "-") is still possible. The selector lever (80) can move freely in this direction. After a touch shift, the retracting spring (82) pushes the selector lever (80) back to its initial position.

R/P lock, function - GF27.60-P-5103-04NT

Transmission 722.9 in models 171.4, 203, 209, 211, 219

R-lock position shown

Scheme 239

R lock, function

Above a ground speed of approx. 8 km/h the R/P locking solenoid (89) is actuated by the electronic selector lever module control unit (N15/5). The rocker arm (102) presses on the rocker (100), which is turned to the locking position.

The lock lever (69) rests against the rocker (100) and the selector lever (80) cannot be shifted to position "R".

Shown: P-locking position

Scheme 240

P lock, function

The selector lever position "P" is locked whenever the R/P locking solenoid (89) is not actuated by the electronic selector lever module control unit (N15/5). The prerequisites for this are as follows

1. No voltage supply to the electronic selector lever module control unit (N15/5)
2. Brake pedal not pressed

Under these conditions the rocker (100) is held in front of the locking lever (69) by the spring force of the leaf spring of the rocker(101). It is not possible to shift the selector lever (80) out of selector lever position "P". The R/P locking solenoid (89) is actuated with "circuit 15 ON" and when the brake pedal is pressed. The rocker arm (102) presses on the rocker (100); the selector lever (80) can be shifted out of selector lever position "P".