SAE TECHNICAL

PAPER SERIES

2003-01-0596

ZF 6-Speed Automatic Transmission

for Passenger Cars
Heribert Scherer
Division Car Driveline Technology, ZF Friedrichshafen AG

Reprinted From: Transmission & Driveline Systems Symposium 2003

(SP-1760)

2003 SAE World Congress

Detroit, Michigan
March 3-6, 2003
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org

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2003-01-0596

ZF 6-Speed Automatic Transmission for Passenger Cars

Heribert Scherer
Division Car Driveline Technology, ZF Friedrichshafen AG

Copyright 2003 SAE International

this range by 6 gears. The table below shows the range

from 3 to 6 speed transmissions.

ABSTRACT
6

With the introduction of the ZF myTronic (6 HP 26) in

2001, the Division Car Driveline Technology of the ZF
Friedrichshafen AG has developed and introduced a
new 6 speed stepped automatic transmission for
passenger cars. This paper describes the gear set
concept, the mechanical design and specific functions of
this transmission. The 6 HP 26 is part of the new 6speed program which comprises 3 transmission types. It
will replace the existing ZF 5 speed program completely
within the next years.

INTRODUCTION
In the European market, 5 speed automatic
transmissions are state of the art in the midsize and
upper class car segment since the beginning of the 90s.
In comparison to the world wide market, where
4 speed transmissions still have the biggest volume,
these transmissions represent a high quality standard
and their contribution to fuel efficiency, reduction of
noise and emissions, improved performance and driving
comfort has led to a constant increase of the market
share.
The aspect of fuel efficiency is gaining importance in the
requirements of future transmission systems. Therefore
all transmission producers and suppliers are
investigating new concepts like automated manual
transmissions, double clutch systems or different types
of continuously variable transmissions to be prepared
for future applications. For the stepped transmissions
types, these requirements need to provide a bigger
overall ratio spread and improve the efficiency
accordingly. In addition, transmission functions need to
be developed or improved to support those targets.
Basically, it was necessary to find a transmission
concept, which provides an overall ratio spread of about
6.0. Calculation and simulation results clearly
demonstrated that it was necessary to be able to divide

3 speed

tot

2,3 to 2,8

4 speed

tot

2,7 to 4,2

5 speed

tot

4,2 to 5,2

6 speed

tot

6,0

From the previous 3 speeds to the latest 5 speed

transmissions, there was not only an increase of ratio
and gears, there was also an increase of weight and size
due to more components, mainly clutches and gear sets.
The complexity of a 5 speed transmission in conjunction
with the development to higher engine torque however
leads to weight and size figures, which represents the
limit already.
So in addition to the overall ratio and the number of
gears, the new concept should help to reduce the
mechanical expense and avoid a bigger size by using
less components.

TRANSMISSION CONCEPT
The solution to solve this problem was provided by
Lepelletier. In 1990, he filed a patent for different
arrangements of automatic transmissions. This patent
showed a system with a single planetary gear set and a
Ravigneaux gear set. In conjunction with the multiple
use of 5 shift elements, a 6 speed transmission with an
overall ratio of 6,0 and good ratio steps could be
derived.(Figure 1).
The comparison to the ZF 5 HP 24 (Figure 2)
transmission shows a reduction of one shift element and
some gear set parts. In combination with the
development of ZF shift sequence strategy, it was also
possible to remove all one-way-clutches without
negative consequences to shift quality.

SCC
A

Gear

Clutch
A

1
2
3
4
5
6
R

Figure 1

6 HP 26 Lepelletier concept

SCC

Table 1

Brake
E

Use of shift elements

OWC
SSC

1st gear
i=4,171
Figure 2

5 HP 24 Wilson concept

The main feature of the Lepelletier concept is the single

planetary gear set: The ring gear is directly connected to
the input shaft, the sun gear is blocked to the
transmission housing. So this gear set is running in all
gears with the same ratio and due to the kinematic of
this gear set, the carrier provides beside the true engine
speed a second input speed with factor 0.66. (Figure 3)

SSC

2nd gear
i=2,340

SSC

3rd gear
i=1,521

n = 0,66
E

Figure 3

n = 1,0

Single gear set ratio

The two power flow paths are now connected by the

three clutches to the Ravigneaux gear set. The clutches
A, B connect the reduced input speed to the sun gears
of the Ravigneaux gear set, where clutch E connects the
true engine speed to the planetary carrier.
The brakes C and D are connected to the sun gear and
respectively to the carrier of the Ravigneaux gear set to
ground the parts to the transmission housing.

SSC

4th gear
i=1,143

SSC

5th gear
i=0,867

SSC

6th gear
i=0,691

SSC

To be able to shift 6 gears with only 5 shift elements, it

is necessary to use the shift elements for more than one
gear. For good shift quality, shifting over two gears is
only done by changing two shift elements. Table 1
shows the use of the shift elements in different gears, in
figure 4 the power flow of the different gears within the
transmission can be seen.

reverse
i=-3,403

Figure 4

Powerflow in all gears

It is unusual that the transmission does not have a 1:1

gear. The additional load to gears and bearings due to
the more severe duty cycle time needs to be considered
by calculation and design of the parts.

In addition, the differential speeds in the open clutches

are under control. The usual values are necessary to
support low drag torque losses and ensure a high level
of shift quality.

GEAR TRAIN

R2

P2
R1

RATIO
C1

Although the possibility for different gear layouts is

limited, the ratios feature harmonious step sizes. The
1-2 step is not too big with 1.78, the steps of the upper
gears with 1.32 and 1.25 support a good shift quality for
those frequently occurring shifts.
Gear Ratio
i

Gear

Gear Step

st

4,171
1,78

2nd

2,340

3rd
4th

6th

- 3,403

Single gear set

Sun S1
n
T
Planet P1
n
Carrier C1
n
T
Ring gear R1 n
T

nd

2
gear

Sun S2

1,32

Sun S3

1,25

Planet P3
Ring gear R3

n
T
n
n
T
n
T
n
n
T

rd

th

3
gear

S3

th

4
gear

th

5
gear

6
gear

R.
gear

0
0,52
1,52
0,66
1,52
1,0
1,0

0
0,52
1,52
0,66
1,52
1,0
1,0

0
0,52
1,52
0,66
1,52
1,0
1,0

0
0,14
1,52
0,66
0,42
1,0
0,27

0
0,13
1,52
0,66
0,39
1,0
0,26

0
0
1,52
0,66
0
1,0
0

0
0,52
1,52
0,66
1,52
1,0
1,0

-0,54
0
0,89
0
2,65
0,66
1,52
-0,85
0,24
4,17

0
0,82
0,49
0,30
0
0,66
1,52
-0,47
0,43
2,34

0,66
0,53
0
0,66
0
0,66
0,99
0
0,66
1,52

1,28
0
-0,46
1,0
0,73
0,66
0,42
0,44
0,88
1,14

0,66
0,39
0,57
1,0
1,26
1,42
0
-0,54
1,15
0,87

0
0,31
1,65
1,0
1
2,23
0
-1,58
1,45
0,69

0,66
1,52
-1,09
0
4,9
-0,81
0
1,04
-0,29
3,4

Planet P2
Carrier C2

0,691

Reverse

st

1
gar

1,33

0,867

S2

S1

Ravigneaux-gear set

1,143

5th

P3

1,54
1,521

C2

P1

Total Ratio
6,04

Table 3 Torque and speed values.

Gear ratios

If required, the transmission can be run in a 5 speed

th
mode by eliminating the 6 gear. The overall ratio with
4.8 is in the upper area of existing 5-speed
transmissions.
TORQUE AND SPEED
Another positive feature of this concept is the
homogenous distribution of torque and speed factors to
the power transmitting parts. Table 3 shows the different
values. All figures are in a known and tested range,
which helps to come to a harmonic design of the
transmission components. It also helps that especially
the gears and the planet carriers do not twist or bend
significantly different between part load and full load
condition with the result that the meshing contact of the
teeth does not change too much under load.
th

The sun 3 in 6 gear is running with the highest speed

factor of 2,23, the ring gear of the Ravigneaux gear set
has the highest torque factor in reverse gear.

TOOTH EFFICIENCY
5 HP 24

6 HP 26

100%

Efficiency in %

Table 2

90%
80%
70%
60%
50%

1
Figure 5

st

nd

rd

th

th

th

Tooth efficiency

An important value in improving the inner losses of a

transmission is the tooth meshing efficiency of the
gears. In comparison to the ZF 5 HP 24 transmission the
st,
nd
efficiency of the 5 speed is better in 1 and 2 gear.
th
The 4 gear is also better due to the 1:1 ratio, where no

roll motion happens within the gear sets. (Figure 5).

In the main driving gears, 3 to 6, the efficiency figures of
the 6 speed are greater than 99% and so the planetary
gear set system contributes an optimal base for a
transmission with low parasitic losses.

TECHNICAL DATA
To be able to cover the whole range of engines from
midsize to the luxury car segment with 4, 6, 8 and 12
cylinders Petrol and Diesel engines, it was necessary to
define a modular system with 3 transmission types. Due
to the increase of torque, especially in the Diesel engine
applications, the torque capacity of the transmission had
to be increased accordingly. (Figure 6)

Engine torque [Nm]

800
700

6 HP 32

600
6 HP 26

5 HP 30

500
400

5 HP 24

300

6 HP 19
5 HP 19

200
Figure 6

ZF 6 speed product range

The first transmission of the 6 speed product range in

production by the mid of 2001 was the 6 HP 26
transmission, 6 HP 32 was launched in the end of 2002
and the smallest transmission, 6 HP 19, will go into
production in the beginning of 2003. All transmissions
are prepared to be able to fit into the different drivelines
of 4x2 and 4x4 applications.

6 HP 26

Tmax Engine
Pmax
st

th

th

nmax 1 to 4 /5 gear
th th
nmax 5 /6 gear
nmax Kick-Down shift
Tmax Turbine forward
Tmax Turbine reverse
Converter
Weight (incl. oil)

440 Nm
-1
at 4200 min
230 kW
-1
at 6600 min
-1
7200 min
-1
5600 min
-1
7000 min
700 Nm
400 Nm
W 260 S
84 kg

5 HP 24

420 Nm
-1
at 4200 min
230 kW
-1
at 6600 min
-1
7200 min
-1
6200 min
-1
7000 min
800 Nm
500 Nm
W 260 S
95 kg

The technical data in Table 4 shows the base version of

the 6 HP 26 is capable up to 440 Nm which is
comparable to the torque capacity of the 5 HP 24. For
the high torque version up to 600 Nm, the transmission
can be equipped with a larger converter, additional
plates in clutches and brakes and a 4-planet version for
gear set 1. Other production intensive parts like housing,
shafts, Ravigneaux gear set, sheet metal cylinders,
control unit parts and the mechatronic module do not
have to be changed.
Although the 6 HP 26 transmission has a higher torque
capacity, the weight was reduced by 12 %. The
significantly weight reduction is based partly on less
components of the Lepelletier concept. In addition to
this, the design target was to have a high integration of
different functions into one single part. Examples for this
strategy are the one piece design of the transmission
housing, the mechatronic module or the plastic oil pan
with
integrated
filter.
Also,
extensive
load
measurements of cars on different routes were done to
define real customer related duty cycles for calculation
and testing. Based on this data, the size of power
transmitting parts could be reduced without affecting
durability and reliability.
All these measures resulted in a decrease of
transmission parts. The reduction of mechanical
expense helps not only to reduce weight and size, it also
helps to improve quality and reliability of such a
complex unit. (Figure 7)

5 HP 24

666

6 HP 26

100

- 29 %

470

200

Figure 7

300

400
500
Parts

Technical data 6 HP 26 and 5 HP 24

700

Number of transmission parts

In addition to weight and number of parts, the length of

the transmission is also shorter compared to the 5 speed
transmission. The total length from converter face to
output flange is 653 mm. This is a length reduction of
about 45 mm to 5 HP 24. (Figure 8)

5 HP 24

697

6 HP 26

100 200
Figure 8

-6%

653

300 40

500

Length [mm]
Table 4

600

Transmission length

60

700

80

DESIGN

CLUTCHES AND BRAKES

The arrangement of gear sets, clutches and brakes led

to a compact design and the outer shape fits well in the
tunnel shape of rear wheel driven cars. The cone
shaped package and the one piece design of the
transmission housing provides good stiffness and high
bending frequency. The center cylinder, where the
brakes C and D are located, helps to get the pressure oil
more ore less directly to clutch B

The clutches A, B as well as the brakes C and D are

designed with the same diameter and identical splines
that only 2 different sizes of plates are required. The
thickness of the steel plates as well as the friction
material is adapted to the operation condition of each
shift element. All clutches have a hydraulic pressure
balance; the air gaps are adjusted in all shift elements.

All major new components are described in the following

sub sections, the cross section of 6 HP 26 is shown in
appendix 1.

CONVERTER
For engine torque up to 440 Nm, a converter W260 S
with a torus of 260 mm is used, up to 600 Nm, a
W280 S converter is available. Both converters use the
same design concept and are equipped with a 2-surface
lock-up clutch. These clutches can be run in a
continuous slip mode and are able to handle friction
power up to 2 kW. Herewith, the operation range of the
slip mode can be extended which helps to save fuel by
further reducing speed ranges with open converter.

Since the transmission does not use one-way-clutches,

the brake D is designed with two pressure chambers to
st
enable good shift quality. In 1 and reverse gear, the
brake needs to transmit a high reaction torque to the
transmission housing. However for 2-1 downshifts in part
throttle range, the pressure calibration needs to be very
st
sensitive. The big pressure chamber is applied in 1 and
reverse gear, the second chamber is applied in addition
for the roll-out shifts. The piston force to the clutch is
reduced by 35% and so the clutch can fulfill the shift
quality and the durability requirements. (Figure 10)
PISTON AREA 2
BRAKE D

Delivery rate [l/min]

120

5 HP 24
80
40

6 HP 26

Figure 10
0

Figure 9

1000

2000

3000 4000 5000

Engine speed [min-1]

6000

Oil pump

OIL PUMP
Similar to the ZF 5 speed transmissions, the 6 HP 26
uses a internal crescent moon pump. By reducing
leakage within the transmission, within the hydraulic
control unit and by reducing oil consumption for
lubrication and converter flow, the diameter of the pump
gears could be reduced. This leads to a delivery
3
capacity of 19,1 cm . Compared to the 5 HP 24 pump,
this means a reduction of about 20%. Figure 9 shows
the delivery rate in correlation to the engine speed at
operating temperature of 100C.

Brake D

GEAR SETS
The design of the planet carrier and the gears was
focused with priority for low noise. Supported by FEanalysis, the carriers are very stiff and rigid and a wide
bearing base for the planets was defined. Herewith, the
gears do not twist much under load, which helps to
ensure good contact pattern of the teeth in all torque
ranges.
OIL PAN AND FILTER
Another innovation is represented by the plastic oil pan.
In a Simultaneous Engineering project with the
supplier, the integrated design includes the oil pan, the
oil filter the magnets, an oil drain screw and a rubber
gasket. The design improves the ground clearance, as
the suction point of the filter is directly located on the oil
pan bottom. This design has 43 % less weight compared
to a sheet metal design. (Figure 11)

This module is assembled as one part to the hydraulic

control unit, where the pressure regulators and solenoid
valves are located. With this arrangement it is possible
to measure the pressure characteristics of the used
actuators of each Mechatronic in the production and to
store the specific data directly in the TCU, which helps
to reduce tolerances and ensures a constant good shift
quality over lifetime.

5HP24

28

6HP26

1,0
Figure 11

- 43 %

16

2,0
Weight in kg

3,0

Plastic oil pan

TRANSMISSION FLUID

Lifetime fill is state of the art for all 6 speed

transmissions.
MECHATRONIC
The 6 HP 26 is the first ZF transmission with an inside
TCU (Transmission control unit). The computer is
integrated into a mechatronic module which includes the
speed sensors for turbine and output speed, the position
switch and the plug (Figure 12) . The electric connection
is done by a punched grid, which is placed into the
module.

TCU

PLUG
SPEED
SENSOR

TEMPERATURE
SENSOR

POSITION SENSOR
HYDRAULIC CONTROL UNIT
Figure 12

Mechatronic module

A main contributor to reduce the leakage within the

transmission was the development of pressure
regulators in a closed end version. This means parts
only spill oil while operating and so the oil consumption
is reduced to a minimum.

TRANSMISSION FUNCTIONS

To reduce the drag torque losses in cold temperature

condition and during the warm-up phase, low viscosity
oil was developed. Although the viscosity was reduced
by about 25%, the shear ruggedness could be improved
and so the durability of bearing and gear sets was not
affected.

MECHATRONIC MODULE

The concept of function integration was the basis for the

design of the hydraulic control unit as well, so the
hydraulic valves are located in only two die-cast housing
parts.

ACTUATOR

Two main functional features of the 6 speed

transmissions are the ShiftBy-Wire system and the
Neutral Idle Control (NIC).
SHIFT BY WIRE
The 6 HP 26 features the worlds first integrated
shiftbywire system in automatic transmissions, where
all position signals P, R, N, D are transmitted
electronically to the transmission. The advantage for the
car manufacturer is the elimination of the outside gear
selection mechanism and the mechanical connection to
the transmission. This gives new opportunities for the
interior design of the car. The control element for the
position signal being a switch, joy stick, lever on the
steering column or any other device can be chosen. The
main task for the mechanical part of the transmission
was to ensure the parking lock function. The parking
pawl is engaged by a torsion spring and released by
hydraulic pressure. To be able to prevent the
engagement of the parking lock in engine off condition,
a magnetic valve can block the park lock actuator. In the
event of failure of electric and hydraulic power supply,
the parking lock automatically engages by the torsion
spring. As the vehicle needs to be moved in such a
situation, a mechanical emergency release system is
available. To fulfill the safety requirements based on
DIN V 19250, a joint development with the car
manufacturer is necessary to define signals and
software functions with consideration to the whole
electrical system of the vehicle.
NEUTRAL IDLE CONTROL (NIC)
A contribution to fuel economy is the NIC function during
standstill of the car and braking. Clutch A is controlled in
a slip mode, so the engine does not need to work
against the converter in stall condition. The control
function is defined so the creeping of the car, to what

automatic transmission drivers are accustomed to, still

exists.

FUEL ECONOMY

4
th

5 gear

Losses in %

st

1 gear

5 HP 24
2

th

5 gear

st

1 gear
6 HP 26
1000

2000

3000

4000

5000

Based on the driveline configuration, which was defined

for the fuel economy calculation (figure 14), the
increased overall ratio still provides an improved
acceleration of the vehicle in addition to the fuel
economy advantages. Important values are the time
from 0 to 100km/h (about 60mph) and the distance in
meters, which the car covers in 4 seconds. (Figure 15)
Advantage 2,1 m
40
Covered way after 4 sec in m

As mentioned before a great value was placed on

improvement in transmission efficiency. The benefit of
fewer parts, optimization of lubrication, small oil pump
and a variety of many other measures can also be
visualized in the power loss grade. Figure 13 shows the
st
th
drag torque losses in 1 and 5 gear in relation to the
input torque for 5 and 6 speed transmission.

DRIVING PERFORAMNCE

30

37,6

34,5

20
10
0
5 HP 24
Rear axle 2.93

6000

6 HP 26
Rear axle 3.15

speed [rpm]
Power loss grade

The enlarged overall ratio in combination with efficiency

optimization of the transmission and additional functions
results in a total fuel saving range of 5 to 6 % compared
to the ZF 5 HP 24 transmission. The rates of the
different measures are shown in figure 14. The values
are calculated based on the NEDC (New European
Drive cycle), the results based on US-cycles are quite
similar. The input data for the calculation came from
different measurements. The result is variable
depending on specific engine and vehicle data.
Measurement of different cars showed even higher
benefits.

Fuel economy benefit in %

4
3

Neutral Idle Control

Transmission efficiency
Low viscosity oil

2
Total ratio 6.04
1

(Rear Axle 3.15)

0
Figure 14

8
6

Fuel economy

7,4

7,7

4
2
0

Figure 15

6
5

Time 0 - 100 km/h in sec

Advantage 0,3 s
Figure 13

5 HP 24
Rear axle 2.93

6 HP 26
Rear axle 3.15

Acceleration

POWER TO WEIGHT RATIO

One of the biggest gain of the 6 HP transmission is that
all the advantages with more gears, higher torque
capacity and additional functions could be realized by
reducing the weight significantly in the same time. Base
for the realization of this targets (the main contributors
are shown below) was the extensive use of simulation
and FE-calculation tools to define optimized
transmission parts and components in the early design
phase.

Arrangement of the Lepelletier gear set and clutch

concept

Function integration into single parts

Part design and calculation based on new customer

related duty cycles

Use of low weight material

market share especially in Europe within the next few

years especially in north-south installation in front wheel,
rear wheel and all wheel driven cars in the upper torque
segment. The innovative 6 speed transmissions fit
perfect into the corresponding vehicle segment. With a
variety of comfort functions like shiftby-wire, the
transmission not only helps to improve the power train,
but it also enables to come to new design and operating
concepts for future cars.

Reduced wall thickness of die-cast and sheet metal

parts

With this new 6 speed family, ZF is well prepared for the

future requirements of different vehicle applications.

A comparison of the power to weight ratio from ZF 4, 5

and 6 speed transmissions shows the 6 speed
transmission now are almost on the level of the previous
4 speed units. (Figure 16)

120

weight [kg]

5 speed
6 speed

90

60

4 speed

30
200

Figure 16

300

400
500
600
700
engine torque [Nm]

800

Power to weight ratio ZF transmissions

CONCLUSION
The mytronic6 6 HP 26 represents a real milestone in
the passenger vehicle drive train technology. An
automatic transmission was developed which has
significant advantages in all major areas compared to
the ZF 5 HP 24 transmission. The Lepelletier system
provides an overall ratio of 6 without increasing the
design complexity. The transmission uses fewer parts,
has less mass and is smaller in transmission length to
comparable 5 speed transmissions. The higher torque
capacity up to 600 Nm enlarges the application range
and together with the other two transmission types, the
new 6 speed family covers a whole range of engines
from 4 to 12 cylinder including diesel engines.
With the increased overall ratio and improved
transmission efficiency, the major benefits are in fuel
economy as well as in driving performance.
All the improvements and the convincing technical data
of the 6 speed transmissions will help to enlarge their

REVERENCES
1. Scherer, Gierer
ZF 5-speed transmissions for passenger cars
SAE Paper 970689, SAE 1997 Detroit , USA
2. Wagner
Einsatz von Getriebesystemen fr unterschiedliche
Triebstrangkonfigurationen in PKW
VDI-Report Nr. 1565 / 2000,
SAE Paper 2001-1-0882
3. Wagner
Automatische 6-Gang-Getriebe fr PKW
Engine Symposium Wien 2000
VDI Report12 Nr. 420
4. Rhringer, Danz, Deiss
Stand-By-Control, eine neue Funktion in
Automatgetrieben
VDI-Report Nr. 1393 / 1998
5. Rhringer, Birkenmaier, Engelsdorf
Mechatronikeinsatz im hydraulischen
Planetengetriebe
VDI-Report Nr. 1533 / 2000
6. Wagner, Bucksch, Scherer
Das automatische Getriebe 6 HP 26 von ZF
VDI-Report Nr. 1610 / 2001
7. Hall/Bock
6-Speed Automatic transmission for the new BMW
7-Series
ATZ 9/2001 Jahrgang 103

Appendix 1

Cross section 6 HP 26

01

02