宝马5HP24变速器维修手册

FUNCTIONAL DESCRIPTIONAUTOMATICTRANSMISSION5HP 245 HP 24 AZF GETRIEBE GMBH SAARBRÜCKENImprint:Responsible for Contents:Department MKTD,ZF Getriebe GmbH, SaarbrückenPrint:Department MKTD,ZF Getriebe GmbH Printed in GermanyReprinting,duplication or translation,even of extracts,is not allowed.Published by ZF Getriebe GmbH,Saarbrücken,Department-MKTDIntroduction / NotesThe purpose of this concise technical description is to inform the reader about the components,layout andoperating principle of the automatic transmission.Information status:March 1996For modifications and additions to the technical data,please refer to the latest information bulletins issued by the Technical Service Department.Reproduction,copy or translation,including excerpts,only with the author’s express written permission.5 HP 24 / 5 HP 24 AZFS Order No.1058 754 001 German ZFS Order No.1058 754 101 English1AUDI5 HP 24 four-wheel driveBMW 5 HP 24JAGUAR 5 HP 242C O N T E N T SPage Introduction / Notes1 Contents3 Key to 5 HP 244 Cutaway drawing of the 5 HP 24 automatic transmission5-6 Cutaway drawing of the 5 HP 24 A automatic transmission7-8 Key to 5 HP 24 A9 General description of the transmission (brief description)10 Planetary gear train (Wilson)11 Description of individual components12- Converter13- Oil pump with flow regulating valve15- Gear change elements:clutch,freewheel,brakes17- Overlap control22- Selector lever positions:P,R,N,D,4,3.2 AUDI26BMW30Jaguar35- Multifunction switch AUDI39BMW40Jaguar41- Parking lock42- Descriptions of individual gears45- Solenoid valve logic,clutch logic51- Final-drive ratios with four-wheel drive52- Parallel-axis Torsen (PAT) differential53- Front-axle differential/Bevel gear shaft/Spur gear55- Hydraulic selector unit57- Hydraulic circuit (DIN)64- Electronic Transmission Control (EGS)65- Pin assignment AUDI68- Pin assignment BMW70- Pin assignment Jaguar72- Technical data 5 HP 24 A74- Technical data 5 HP 2475- Notes763Key1Piston -converter clutch)2Turbine)Torque converter 3Impeller)4Oil pump5Intermediate plate6Multi-plate clutch B7Multi-plate clutch A8Multi-plate clutch C9Multi-disc brake D10Multi-disc brake E11Planetary gear train 112Common annulus housing for 11 and 1413Planetary gear train 214Planetary gear train 315Free wheel 1xxst gear16Multi-disc brake F17Park lock gear18Toothed wheel for output speed sensor19Output flange20Output speed sensor21Flow regulating valve22Input (turbine) speed sensor23Oil drain plug24Hydraulic selector unit25Oil filter26Oil pan27Oil filler plug (at side of transmission housing)4123456789101112131415161718192027262524232221567SECTIONING ASECTIONING DSECTIONING ESECTIONING C-CSECTIONING B2833323130293439324127233738363540428Key 5 HP 24 A (four-wheel drive supplement)23Oil drain plug27Oil filler plug28Pinion shaft (to spur gear,differential)29Spur gear (front-axle output)30Torsen transfer (PAT)31Rear-axle output32Park lock gear (side shaft)33Spur gear (front-axle output)34Output flange (rear axle)35Output flange (front-axle left)36Front-axle differential37Spur gear,differential38Output flange (front-axle right)39Output speed sensor40Input (turbine) speed sensor41Output shaft42Transfer gear (spur gear and front-axle outputs)9General description in briefThe 5 HP 24 automatic transmission has electro-hydraulic control and is designed for vehicles with high engine torques.It is used for rear wheel drive,installed in a longitudinal direction.The 5 HP 24 transmission incorporates new electronic control strategies,which serve to significantly improve engine and transmission management,for example:- enhanced driving refinement- dynamic shift pattern- improved fuel economy- reduced noise levelsThe maximum transmission capacity is:420 Nm torque and 230 kW (313 bhp).Power is supplied to the transmission through a hydrodynamic torque converter with integral controlled-slip converter lockup clutch.(For controlled-slip “WK”,see detailed explanation).The five forward gears and 1 reverse gear are obtained by means of a planetary gear train (Wilson).The planetary gear train consists of 3 gear sets connected in series (single planet carriers),a single sun gear,a twin sun gear and 3 ring gears.The individual gear ratios are obtained by introducing the torque at certain elements of the planetary gear train,while other elements are braked.Power is always transmitted to the out-put shaft via the single planet carrier of the last series-connected planetary gear set;see indivi-dual gear description /power flow.For mechanical ratios,see “Technical data”.Planetary gear train 5 HP 241011Planetary gear train (Wilson) 5 HP 241Gearing for input shaft(clutch A) twin sungear 2/32Gearing for intermediate shaft (clutch C)sungear 13Planet carrier 2(clutch B) 4Planetary gear set 1(brake E)5Ring gear 1(brake F)6Ring gear 2(brake E)by way of planet carrier 17Planetary gear set 2(brake F)by way of planet carrier 2 and ring gear 18Ring gear 3(brake F)by way of ring gear 19Planetary gear set 3(planet carrier = output shaft)10Output shaft45678910123Description of individual components Hydraulic torque converter1Converter body2Lockup clutch piston3Torsional vibration damper 4Turbine 5Impeller6Freewheel7Stator shaft8Turbine shaft (input shaft) 9Stator1 23 4567 912131.Converter operating principleThe converter consists of the impeller,the turbine wheel,the reaction member (stator) and the oil for transmitting the torque.The impeller,which is driven by the engine,causes the oil in the converter to flow in a cir-cular pattern.This oil flow strikes the turbine wheel,where its direction of flow is deflec-ted.In the hub area,the oil leaves the turbine and enters the reaction member (stator),where it is once again deflected before reaching the impeller with the correct input flow direc-tion.The reversal effect generates a torque at the stator,the reaction to which is used to amplify the turbine torque.The relation between turbine torque and impeller torque is referred to as torque multipli-cation.The greater the difference in speed between the impeller and turbine,the greater the tor-que multiplication;it is at its highest when the turbine is at a standstill.The higher the speed of the turbine,the lower the torque multiplication.When the turbine speed reaches about 85 % of the impeller speed,torque multiplication =1,that is to say turbine torque is equivalent to impeller torque.At this point the stator,which was previously locked against the housing by the freewheel,can now rotate freely in the oil flow and the freewheel is overrun.From this pointonwards,the converter acts as a straightforward fluid coupling.The stator is locked to the housing during torque multiplication but as the turbine speed increases the oil direction changes and the oil hits the stator blades on the opposite side.The freewheel allows the stator to rotate in this direction so that the oil flow is not disrupted.(See diagram)ImpellerTurbine wheelto transmissionfrom engineStatus at moment of driving off(stationary stator)Intermediate status (stationary stator)Status in so-called coupling area (stator rotating)Statorn T = 0Vehicle stationary n T < n Pn T < n PTurbine wheel turns slightly slower than impellerConverter lockup clutchThe converter lockup clutch is a device which elimina-tes converter slip and thus helps to reduce fuel con-sumption.The previous control principle for converter lockup clutch operation has been replaced by a controlled-slip function on the 5 HP 24.The converter lockup clutch is engaged and released in a regulated manner.During the controlled-slip phase,a slight speed difference bet-ween the impeller and turbine is permitted.This ensu-res that the engine’s torsional vibration is not passed on to the transmission.The result is optimum shift quality.Pressure regulation at the converter lockup clutch piston is determined by an electronic pressure regula-ting valve (EDS 4) (see oil circuit diagram). Hydraulic and mechanical power flow in the converter When open (in the conversion range),oil pressures behind the converter lockup clutch piston and in the turbine zone are equal.The direction of flow is through the turbine shaft and through the space behind the piston,to the turbine chamber.To engage the lockup clutch,the direction of flow is modified (reversed) by means of a valve in the hydrau-lic selector unit.At the same time,the space behind the lockup clutch piston is vented.The oil pressure passes from the turbine chamber to the lockup clutch piston and presses it against the converter body (outer shell).The turbine is thus locked by the lined plate between the piston and body,and results in direct mechanical drive with no slip (or reduced slip if regu-lated) to the planetary gear train.1Space behind lockup clutch piston2Lined clutch plate3Lockup clutch piston 4Converter body 5Turbine6Impeller (turbine connected to cover) 7Stator1415Öil pumpThe oil pump is a crescent-type pump with a delivery rate of 16 cm 3 per revolution,and is located in the zone between the torque converter and the transmission housing.The converter is located in the pump by a needle roller bearing.The pump is driven directly from the engine via the converter body,and supplies the transmission and selector unit with oil.The pump draws in oil through a filter and pumps pressurized oil through the flow regulating valve,which at higher operating speeds returns any excess pressurized oil directly to the pump’s intake.The pressurized oil is pumped via the flow regulating valve through the main pressure valve in the hydraulic selector unit.At the flow regulating valve the surplus oil is returned to the pump intake.This charges the pump intake to eliminate cavitation and noise.1Securing ring 2Shaft oil seal 3O-ring 4Pump housing 5Pump ring gear6Needle roller bearing 7Impeller8Centering pin 9Spring washer123456789165 HP 24 Pump chargingFlow regulating valve diagram (MRV)Engine speed (1/min.)p u m p o u t p u t t o t r a n s m i s s i o n (1/m i n .)INTERMEDIATE PLATE17Gear change elementsIn addition to the converter lockup clutch,the gear change elements include a sprag-type free-wheel–freewheel for 1st gear,for shifting from 1 to 2 and 2 to 1,beneath brake F –three rotating multi-plate clutches A,B,and C –three fixed multi-disc brakes D,E and FChanging from 1 to 2 and 2 to 1 is supported by the sprag-type freewheel,so that there is no overlapping of two clutches or brakes.Overlap occurs when changing from 2-3,3-4,4-5 and 5-4,4-3,3-2.In other words,during the change one clutch must remain capable of transmission at lower main pressure until the corre-sponding clutch can receive the incoming torque.The gear change elements,clutches or brakes are engaged hydraulically.The pressurized oil reaches the space between the cylinder and piston,as a result of which the plates are compres-sed.When the oil pressure drops,the diaphragm spring acting on the piston presses the piston back into its initial position.The gear change elements are designed to permit gear changes under load without interrup-ting the tractive force.Multi-plate clutches A,B,and C supply engine power to the planetary gear train,with multi-disc brakes D,E and F reacting to the torque at the housing.1Plate set )2Cylinder )Clutch 3Internal plate carrier )4Transmission housing5Plate set )6Cylinder )Brake 7Plate set )6718Example of a multi-plate clutch (clutch A)The dynamic pressure at clutch A is equal,i.e.the clutch piston is pressurized with oil from both sides in order to prevent speed-dependent pressure build-up in the clutch.This equalizing effect is achieved via the baffle plate (7) and the pressureless oil supply via the lubrication channel (1),which fills the space between the piston and baffle plate with oil.The advantages of this dynamic pressure equalization are:–reliable opening and engaging of the clutch in all speed ranges –smoother shifts1Lubrication channel2Input (input shaft) cylinder A 3Main pressure clutch A 4Piston A5Cylinder A (external plate carrier)6Clutch assembly (plate set)7Baffle plate8Diaphragm spring9Output (internal plate carrier)10Space between piston and cylinder11Space for dynamic pressure equalization 12Bearing12111019Control (clutch shift characteristic)A = Diaphragm spring overcomeB = Damper spring not yet effectiveC = Damper sequence,spring takes effectD = Clutch pressureE = Clutch filledFinish of clutch sliptimeCLUTCH EXHAUSTMODULATION PRESSURE DEPENDENT ON LOADMAIN PRESSURECLUTCH EXHAUSTMODULATION PRESSURE DEPENDENT ON LOADMAIN PRESSURECLUTCH EXHAUSTMODULATION PRESSURE DEPENDENT ON LOADMAIN PRESSURE20Sprag-type freewheelPurpose and operating principle of the sprag-type freewheel:The freewheel transfers torque in one direction only,and rotates freely in the other.Its purpo-se is to simplify the shift operation in technical terms without interrupting the flow of the trac-tive force,and to achieve consistent shift quality.Direction of rotation:The sprags are located in the space bet-ween the inner and outer ring in such a way that these can turn in relation to one another i.e.outer ring clockwise - inner ring anti-clockwise.Locking direction:The sprags between the inner and outer rings are asymmetrically shaped,and are raised upright when the rings turn in the opposite directions.They consequently become lodged between the inner and outer rings,preventing any relative move-ment of these two compo-nents.The spragblocks are located in a special cage.211Freewheel inner ring anchored to transmission housing (7)2Freewheel cage3Freewheel external ring (internal plate carrier F)4Ring gear support 15Plate set F 6Cylinder F7Screw connection to transmission housing456722Overlap controlIn the case of the overlap gear changes 2-3,3-4,4-5 and 5-4,4-3,3-2,the place of the freewheel is taken by clutches.The appropriate clutches are pressurised by electro-hydraulic means.This saves both space and weight.The electro-hydraulic circuit is formed by various valves within the hydraulic selector unit,which are pressurised by means of pressure regulators.These elements cause the appropriate clutches or brakes to apply or release at the right moment.The electronic control is located outside of the transmission,in an electronic control unit.(See electronic control unit)Diagrams of overlap control (upshift)Speed SpeedcharacteristicTorqueTorquecharacteristicPressurePressure characteristicTimeTimeTimeEngine speedPressure, applying clutchPressure, releasing clutchOutputreleasing clutch applying clutch Control phaseLoad transferOverlap circuit 4 5 (5 HP 24 / 5 HP 30)The term overlap gear change is understood to mean the following:one clutch,at reduced main pressure,must be able to hold the transmission torque when changing gear until the other clutch can take up the torque.In 4th gear the clutches A and B are closed.In 5th gear clutch B and brakes D are closed.When shifting from 4th to 5th gear clutch A is opened and brake D is closed.Overlap of clutch A and brake DClutch A:The coupling point “A”is regulated and reduced by way of the zero discharge on the cut-off valve.During the control phase the cut-off valve “A”is at the control edge between thesystem pressure feed and zero discharge.The control parameters consist of,on the one hand,the increase in brake D’sclutch pressure on the face end and the oil pressure from pressure reducing valve5 in the cut-off valve A’s spring chamber,which is regulated by the control system.The pressure reducing valve at the end of the control phase is automatically swit-ched off.Cut-off valve A is then switched over on the face end by coupling pressu-re D,thereby clutch A’s oil pressure can be reduced by way of the zero discharge. Brake D:Brake D’s coupling pressure is regulated by way of the zero discharge on clutch valve D.During the control phase the clutch valve “D”is at the control edge bet-ween the system pressure feed and zero discharge.The control parameters consistof the regulated oil pressure from pressure reducing valve 2 at the face end of theretaining valve D and clutch valve D and brake D’s regulated oil pressure in thespring chamber of clutch valve D.The oil pressure is regulated by the retaining valve D,which in turn is also regula-ted and zero discharged with regard to the spring power by way of the pressureregulating valve EDS2.Upon completion of the control phase the pressure regulating valve EDS2 is auto-matically energized,which in turn switches over the retaining valve D blocking theregulated oil pressure in the spring chamber of clutch valve D.In this way,theclutch valve can switch out of the control phase and fill up brake D.2324O v e r l a p c i r c u i t 4-525O v e r l a p c i r c u i t 4 - 5 (D I N)26Selector lever positions 5 HP 24 A (Audi)1.General informationsThe selector positions are obtained by moving the selector lever,which is connected to the hydraulic control unit.The transmission positions( P ,R,N,D,4,3,2 )are simultaneously supplied to the electronic control unit in coded form by a switch (posi-tion switch) mounted on the transmission selector shaft.1Electronic Transmission Control Unit 2Wiring harness3Selector lever inside car with sequential shift 4Automatic transmission 5Multifunction switch453122.Selector lever positionsThe following positions can be obtained manually with the selector lever.Position / functionP=Park,must only be engaged if the vehicle is at a standstill.Procedure:first apply handbrake,then engage position P.R=Reverse,must only be engaged if the vehicle is at a standstill and the engine idling.N=Neutral,when the vehicle is at a standstill,apply the handbrake first to prevent the vehicle from rolling away.When the vehicle is moving,only select Neutral in orderto counteract skidding.D=Drive,automatic-shift position for normal driving.Automatic gearcharges from 1st to 5th and 5th to 1st.4=4th gear,automatic gearshifts from 1st to 4th and 4th to 1st.5th gear is unavailable.Select this position if the transmission tends to hunt between 5th-4th/4th-5th incertain driving conditions.3=3rd gear,automatic gearshifts from 1st to 3rd and 3rd to 1st.4th and 5th gear are unavailable.Select this position if the transmission tends to hunt between 3rd and 5th in certaindriving conditions.Also recommended for lengthy descents.2=2nd gear,automatic gearshifts from 1st to 2nd and 2nd to 1st.3rd,4th and 5th are unavailable.Select this position when driving over mountain passes with lengthy ascents anddescents.Advantages:–more effective use of engine’s power–engine braking is utilized–unnecessary up- and downshifts are avoided1st gear,whith a braking effect,is selected electronically when in position 2 and at theappropriate road speed.27Selector lever and program selection version with sequential shift In contrast to previous automatictransmission versions with electroniccontrol,the version with sequential shiftnow has a two-section selector gate.Positions P,R,N,D,4,3,2 can beselected in the left-hand gate.In the right-hand gate,the trans-missioncan be shifted up manually simply bymoving the lever in the direction of theplus (+) symbol,or shifted down bymoving it towards the minus (-) symbol.The separate program switch is no longer needed,as the following functions a) and b) have repla-ced it.a) Left-hand gate:b) Right-hand gate:DSP(Dynamic Shift Program)Manual-programLeft gateRight gate28Selector lever position in the left-hand gateDSP=Dynamic Shift Program,depends on the speed of accelerator pedal movement,engine speed,vehicle acceleration and other important internal parameters in the controlunit.The electronic control unit includes modules which automatically modify the transmis-sion’s shift characteristics according to driving style and the road conditions.Thesemodules act as a substitute for the program switch.The shift points are modified for maximum fuel economy or a more sporting driving style, dependent on how smoothly or agressively the accelerator pedal is depressed.There are three shift characteristics for this purpose.When the car is started from cold,it moves off according to the lowest shift characteristic (1) provided that transmission temperature is above (typically) 40°C.This characteristic places the emphasis on optimum fuel consumption.SC1=Comfort-oriented,economical driving styleSC2=Average driving styleSC3=Sports-oriented,high-performance driving styleIf a more enthusiastic driving style is required,as detected by the accelerator opening and clo-sing more rapidly,the control unit switches between the characteristics,adopting characteristic 3 where necessary,with interpolation between the shift characteristics.If a more relaxed driving style is resumed,the control unit returns to the lower characteristics, which once again yield a more economical driving style.If the engine’s temperature is below, say,40°C when it is started,the control system enters a special warm-up program in order to shorten the catalytic converter’s warming-up phase.This is terminated after a certain time (e.g. 1-2 minutes).Selector lever position in the right-hand gate:(sequential shift) When the selector lever is moved to the right-hand gate,the currently selected gear is retai-ned.The transmission can be shifted to the next-lower or next-higher gear by the one-touch function.There are engine speed limits for each gear,i.e.the transmission can only shift down if the maximum engine speed will not be exceeded as a result.No obligatory upshifts take place.If the selector lever is not used when in the right-hand gate,for maximum refinement the transmission is permitted to shift down automatically as far as 1st.2930Selector lever positions 5 HP 24 (BMW)1.General informationThe selector positions are obtained by moving the selector lever,which is connected to the hydraulic control unit.The transmission positions(P ,R,N,D) in coded formare simultaneously supplied to the electronic control unit by a switch (position switch)mounted on the transmission selector shaft.1Electronic Transmission Control Unit 2Wiring harness3Selector lever inside car (Steptronic)4Automatic transmission 5Multifunction switch45122.Selector lever positionsThe following positions can be obtainedmanually with the selector lever.Position / functionP=Park,must only be engaged if the vehicle is at a standstill.Procedure:first apply handbrake,then engage position P.R=Reverse,must only be engaged if the vehicle is at a standstill and the engine idling.N=Neutral,when the vehicle is at a standstill,apply the handbrake first to prevent the vehicle from rolling away.When the vehicle is moving,only select Neutral inorder to counteract skidding.D=Drive,automatic-shift,position for normal driving in the XE program is given by the AGS.Automatic gearshifts from 1st to 5th and 5th to 1st.The gears 4,3,2 and 1 are shifted up and/or down in the manual program(sequential shift).The currently selected gear is retained (see manual program).4th gear,Select this position if the transmission tends to hunt between 5th-4th/4th-5thin certain driving conditions.3rd gear,Select this position if the transmission tends to hunt between 3rd and 5thin certain driving conditions.Also recommended for lengthy descents.2nd gear,Select this position when driving over mountain passes with lengthyascents and descents.Advantages:- more effective use of engine’s power- engine braking is utilized- unnecessary up- and downshifts are avoided1st gear,gearshifts to the 1st gear comes on principle with a braking effect.5 HP 24 BMW - program selectionM-program manual up-shifts manual down-shiftsThe individual programs are no longer selected by the program button,but by shifting the selector lever into the appropriate gate.There are three programs available.Shifting to blue (D)=XE-programAdaptive Transmission Control (AGS)Shifting to red (S)=S-programwithout touching + or -Shifting from red to =M-program (Sequential Mode)+ or -XE-program S-programXE-program (AGS)Standard drive program in Pos.D.The adaptive transmission control “AGS”contains various driving programs,for exam-ple:- Stop and Go- Trailer towing - Mountain driving - City driving- Highway/motorway driving (constant speed)- Cornering The programs are selected by the electronic control unit,which automatically modifies the transmission’s shift characteristics according to rolling resistance,load,accelerator pedal movement and the road situation.DProgram structure,BMW 5 HP 24 AGSMoving-offKick-Fast evaluationShift program selectionDriving mode valueKick-Down valueBrake valueType of driverMountain ascend detectionFast-Off detectionMountain descend detectionSelector leverWinter detectionCornering detectionProgram select buttonStop-and-Go detectionGear selectionS-program 5 HP 24 BMW Array S-programThe S program is a performance orientatedprogram,whereby the transmission’s gear-change characteristics are moved up to higherengine speeds.To select the program the selector lever isshifted into the left-hand gate without tou-ching + or -.Gears 1-4 and 4-1 are selected automatically.5th gear is not available.M-program 5 HP 24 BMW Array M-program (Sequential mode)The M program is a manual shift programwhich is activated by pushing the lever to+ or - in the left-hand gate.It is possible to drive off in gears 1,2 and 3,whereby 1st gear has been chosen principallyto have a braking effect.4th gear can be manually selected at a speedof approx.40 km/h and 5th gear at approx.60 km/h.Every time the lever is moved to + a sequent up-shift takes place. Every time the lever is moved to - a sequential down-shift takes place.Selector lever positions 5 HP 24 (Jaguar)1.General informationThe selector positions are obtained by moving the selector lever,which is connected to the hydraulic control unit.The transmission positions(P ,R,N,D,4,3,2) in coded formare simultaneously supplied to the electronic control unit by a switch (position switch)mounted on the transmission selector shaft.1Electronic Transmission Control Unit (EGS)2Vehicle wiring harness 3Automatic transmission 341264Position switch5Program button N/S inside car 6Selector lever inside car。