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6hp26 Sae
6hp26 Sae
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2003-01-0596
ABSTRACT this range by 6 gears. The table below shows the range
from 3 to 6 speed transmissions.
6
With the introduction of the ZF “myTronic ” (6 HP 26) in
2001, the Division Car Driveline Technology of the ZF • 3 speed ϕ tot 2,3 to 2,8
Friedrichshafen AG has developed and introduced a
new 6 speed stepped automatic transmission for • 4 speed ϕ tot 2,7 to 4,2
passenger cars. This paper describes the gear set
concept, the mechanical design and specific functions of • 5 speed ϕ tot 4,2 to 5,2
this transmission. The 6 HP 26 is part of the new 6-
speed program which comprises 3 transmission types. It • 6 speed ϕ tot 6,0
will replace the existing ZF 5 speed program completely
within the next years. From the previous 3 speeds to the latest 5 speed
transmissions, there was not only an increase of ratio
INTRODUCTION and gears, there was also an increase of weight and size
due to more components, mainly clutches and gear sets.
In the European market, 5 speed automatic The complexity of a 5 speed transmission in conjunction
transmissions are state of the art in the midsize and with the development to higher engine torque however
upper class car segment since the beginning of the 90’s. leads to weight and size figures, which represents the
In comparison to the world wide market, where limit already.
4 speed transmissions still have the biggest volume,
these transmissions represent a high quality standard So in addition to the overall ratio and the number of
and their contribution to fuel efficiency, reduction of gears, the new concept should help to reduce the
noise and emissions, improved performance and driving mechanical expense and avoid a bigger size by using
comfort has led to a constant increase of the market less components.
share.
TRANSMISSION CONCEPT
The aspect of fuel efficiency is gaining importance in the
requirements of future transmission systems. Therefore The solution to solve this problem was provided by
all transmission producers and suppliers are Lepelletier. In 1990, he filed a patent for different
investigating new concepts like automated manual arrangements of automatic transmissions. This patent
transmissions, double clutch systems or different types showed a system with a single planetary gear set and a
of continuously variable transmissions to be prepared Ravigneaux gear set. In conjunction with the multiple
for future applications. For the stepped transmissions use of 5 shift elements, a 6 speed transmission with an
types, these requirements need to provide a bigger overall ratio of 6,0 and good ratio steps could be
overall ratio spread and improve the efficiency derived.(Figure 1).
accordingly. In addition, transmission functions need to
be developed or improved to support those targets. The comparison to the ZF 5 HP 24 (Figure 2)
transmission shows a reduction of one shift element and
Basically, it was necessary to find a transmission some gear set parts. In combination with the
concept, which provides an overall ratio spread of about development of ZF shift sequence strategy, it was also
6.0. Calculation and simulation results clearly possible to remove all one-way-clutches without
demonstrated that it was necessary to be able to divide negative consequences to shift quality.
SCC
C D
A B Gear Clutch Brake
A B E C D
E 1 ● ●
2 ● ●
3 ● ●
4 ● ●
5 ● ●
Figure 1 6 HP 26 Lepelletier concept 6 ● ●
R ● ●
SCC B D E F
A C
Table 1 Use of shift elements
OWC
SSC
A B C D
1st gear
i=4,171 E
planetary gear set: The ring gear is directly connected to 2nd gear
the input shaft, the sun gear is blocked to the i=2,340 E
3rd gear
i=1,521 E
n = 0,66
n = 1,0 SSC
E A B C D
4th gear
i=1,143 E
SSC
i=0,867
The two power flow paths are now connected by the E
i=0,691 E
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
A B C D
GEAR TRAIN R2
P2
R1
RATIO
C1 P1 C2
Although the possibility for different gear layouts is P3
limited, the ratios feature harmonious step sizes. The S2
S1 S3
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.
st nd rd th th th
1 2 3 4 5 6 R.
Gear Gear Ratio Gear Step gar gear gear gear gear gear gear
i ϕ Single gear set
Sun S1 n 0 0 0 0 0 0 0
T 0,52 0,52 0,52 0,14 0,13 0 0,52
st Planet P1 n 1,52 1,52 1,52 1,52 1,52 1,52 1,52
1
4,171 Carrier C1 n 0,66 0,66 0,66 0,66 0,66 0,66 0,66
T 1,52 1,52 1,52 0,42 0,39 0 1,52
1,78
2nd Ring gear R1 n 1,0 1,0 1,0 1,0 1,0 1,0 1,0
2,340 T 1,0 1,0 1,0 0,27 0,26 0 1,0
1,54 Ravigneaux-gear set
3rd Sun S2 n -0,54 0 0,66 1,28 0,66 0 0,66
1,521
T 0 0,82 0,53 0 0,39 0,31 1,52
1,33 Planet P2 n 0,89 0,49 0 -0,46 0,57 1,65 -1,09
4th
1,143 Carrier C2 n 0 0,30 0,66 1,0 1,0 1,0 0
T 2,65 0 0 0,73 1,26 1 4,9
1,32
5th Sun S3 n 0,66 0,66 0,66 0,66 1,42 2,23 -0,81
0,867 T 1,52 1,52 0,99 0,42 0 0 0
Planet P3 n -0,85 -0,47 0 0,44 -0,54 -1,58 1,04
1,25
6th Ring gear R3 n 0,24 0,43 0,66 0,88 1,15 1,45 -0,29
0,691 T 4,17 2,34 1,52 1,14 0,87 0,69 3,4
Total Ratio
Reverse
- 3,403 6,04
Table 3 Torque and speed values.
TOOTH EFFICIENCY
Table 2 Gear ratios
5 HP 24 6 HP 26
If required, the transmission can be run in a 5 speed
th 100%
mode by eliminating the 6 gear. The overall ratio with
4.8 is in the upper area of existing 5-speed
transmissions. 90%
Efficiency in %
The arrangement of gear sets, clutches and brakes led The clutches A, B as well as the brakes C and D are
to a compact design and the outer shape fits well in the designed with the same diameter and identical splines
tunnel shape of rear wheel driven cars. The cone that only 2 different sizes of plates are required. The
shaped package and the one piece design of the thickness of the steel plates as well as the friction
transmission housing provides good stiffness and high material is adapted to the operation condition of each
bending frequency. The center cylinder, where the shift element. All clutches have a hydraulic pressure
brakes C and D are located, helps to get the pressure oil balance; the air gaps are adjusted in all shift elements.
more ore less directly to clutch B
Since the transmission does not use one-way-clutches,
All major new components are described in the following the brake D is designed with two pressure chambers to
st
sub sections, the cross section of 6 HP 26 is shown in enable good shift quality. In 1 and reverse gear, the
appendix 1. 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
CONVERTER reverse gear, the second chamber is applied in addition
for the roll-out shifts. The piston force to the clutch is
For engine torque up to 440 Nm, a converter W260 S reduced by 35% and so the clutch can fulfill the shift
with a torus of 260 mm is used, up to 600 Nm, a quality and the durability requirements. (Figure 10)
W280 S converter is available. Both converters use the
same design concept and are equipped with a 2-surface PISTON AREA 2
lock-up clutch. These clutches can be run in a
continuous slip mode and are able to handle friction BRAKE D
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.
120
5 HP 24
Delivery rate [l/min]
80
40
6 HP 26
Figure 10 Brake D
0 1000 2000 3000 4000 5000 6000
GEAR SETS
Engine speed [min-1]
5 HP 24 1 gear
20
2 th
5 gear
10
1 st
1 gear
0
6 HP 26
5 HP 24 6 HP 26
Rear axle 2.93 Rear axle 3.15
1000 2000 3000 4000 5000 6000
speed [rpm]
Advantage 0,3 s
Figure 13 Power loss grade
8
Time 0 - 100 km/h in sec
5
Fuel economy benefit in %
• Reduced wall thickness of die-cast and sheet metal With this new 6 speed family, ZF is well prepared for the
parts future requirements of different vehicle applications.
01
02