clutch MERCEDES-BENZ ML320 1997 Complete Owner's Manual

Fig. 46: Multi-Disc Clutch, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation
Front Multiple-Disc Clutch (K1) - If the piston (K1a) on the front multiple-disc clutch (k1) is subjected to oil
pressure, it presses the internal and external discs of the disc set together. See Fig. 46.
The front sun gear (V1) is connected to the front planetary gear carrier (V3) via the external multiple-disc
carrier (K1b) and the internal multiple-disc carrier (k1b) and the internal multiple-disc carrier (K1c). The front
planetary gear set is thus locked and turns as a closed unit.
Center Multiple-Disc Clutch (K2) - If the center multiple-disc clutch (K2) is engaged via the piston (K2a), the
piston compresses the disc set Via the internal multiple-disc carrier (K2b) and the center planetary gear carrier
(M3) on which the internal discs are seated, the front hollow gear (v4) of the front planetary gear set is
connected to the center hollow gear (M4) of the center planetary gear set. The front hollow gear (V4) and the
center hollow gear (M4) move at the same speed as the drive shaft (1).
Rear Multiple-Disc Clutch (K3) - If the rear multiple-disc clutch (K3) is engaged via the piston (K3a), then
this compresses the disc set. The center sun gear (M1) of the center planetary gear set is connected to the rear
sun gear (H1) of the rear planetary gear carrier via the external multiple-disc carrier (K3b) and internal multiple-
disc carrier (K3c). The center sun gear (M1) and the rear sun gear (H1) move at the same speed.
Upshift/Downshift Solenoid Valve, Location/Task/Design/Function

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Fig. 56: Planetary Gear Set, Function (1 Of 5)
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation - The ring gear (1) and sun gear (3) elements of a planetary gear system are alternately driven and
braked by the actuating elements of the multi-plate clutch and multiple-disc brake. See .Fig. 56
The planet gears
(2) can turn on the internal gearing of the ring gear (1) and on the external gearing of the sun gear (3). This
allows for a variety of gear ratios and the reversal of the rotation direction without the need for moving gear
wheels or shift collars.
The torque and speed are converted corresponding to the lever ratios or the ratio of the number of teeth on the
driven to the driving gears and is known as the gear ratio i. The overall ratio of a number of planetary gear sets
connected in series is obtained by multiplying the partial ratios. When two components of the planetary gear set
are locked together, the planetary gear set is locked and turns as a closed unit.
Advantages Of A Planetary Gear Set:
Shifting Ability Under Load
Several Ratios Can Be Produced
Constant Meshing Of The Gears
Simple Direction Reversal
High Efficiency
Coaxial Location Of Input And Output
Compact Design
The Following Basic Ratio Possibilities Can Be Realized
See Fig. 57
.
Sun Gear Locked
Ring Gear Driving
Planet Gears Driven
Relatively Low Step-Down Ratio

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Via the selector scheme symbols (87) the alternative selector lever positions and their sequence are shown
symbolically.
Location/Task/Design/Function Of PWM Solenoid Valve, Torque Converter Lockup Clutch

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Torque Converter Lockup PWM Solenoid Valve, Location

In the supporting body of the electrical control unit (Y3/6) and pressed against the valve housing of the
shift plate (2a) by means of a leaf spring (2c). See Fig. 62
.
Torque Converter Lockup PWM Solenoid Valve, Task

The PWM solenoid valve for the torque converter lockup (Y3/6y6) controls the pressure for the torque
converter lockup clutch.
Torque Converter Lockup PWM Solenoid Valve, Design

See TORQUE CONVERTER LOCKUP PWM SOLENOID VALVE, DESIGN
.
Torque Converter Lockup PWM Solenoid Valve, Function

it converts a pulse-width-modulated current actuated by the ETC control module (N15/3) into the
corresponding hydraulic pressure KUB (p-S/KUB).
Torque Converter Lockup PWM Solenoid Valve, Design

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1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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Fig. 63: Torque Converter Lockup Clutch PWM Solenoid Valve, Design
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Structure - The torque converter lockup PWM solenoid valve (Y3/6y6) is sealed off to the valve body of the
shift plate (2a) by an O-ring (34) and a seal (arrow). See Fig. 63
. The contact springs (32) on the PWM
converter lockup solenoid valve (Y3/6y6) engage in a slot in the conductor tracks (33). The force of the contact
spring (32) ensures safe contacts.
Modulating Pressure Regulating Solenoid Valve, Location/Task/Design/Function

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1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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Fig. 68: Shift Pressure Regulating Valve, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation - The shift pressure (p-S) is determines by the sh ift pressure regulating solenoid valve (Y3/6y2) and
the shift pressure regulating valve (24). See Fig. 68
. In addition, pressure from the multiple-disc clutch K2 (p-
K2) is also present at the annular surface (24a) of the sh ift pressure regulating valve (24). This reduces the shift
pressure in 2nd gear.
Working Pressure Regulating Valve, Location/Task/Function
Fig. 69: Working Pressure Regulating Valve, Location/Task/Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Working Pressure Regulating Valve, Location


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Fig. 78: Overlap Regulating Valve, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Torque Converter Lockup Clutch Regulating Valve, Location/Task/Function
Fig. 79: Torque Converter Lockup Clutch Regulating Valve, Location/Task/Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Torque Converter Lockup Clutch Regulating Valve, Location

In the valve housing of the shift plate. See Fig. 79
.
Torque Converter Lockup Clutch Regulating Valve, Task

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMI SSIONS Complete Transmissions - ML 320 - 722.662
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Hydraulic control of the torque converter lockup clutch and distribution of the lubricating oil.
Torque Converter Lockup Clutch Regulating Valve, Function

See TORQUE CONVERTER LOCKUP CLUTCH REGULATING VALVE, FUNCTION
.
Torque Converter Lockup Clutch Regulating Valve, Function
Fig. 80: Torque Converter Lockup Clutch Regulating Valve, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation - The converter lockup clutch regulating valve (27) regulates the working pressure in the converter

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lockup clutch (p-KUB) depending on the control pressure in converter lockup clutch (p-S/KUB). See Fig. 80.
Depending on the working pressure in the converter lockup clutch (p-KUB) the converter lockup clutch (KUB)
is:
Engaged
Disengaged
N slip mode
In the lower position of the converter lockup clutch regulating valve (27) lubricating oil (p-Sm) flows through
the torque converter and oil cooler (65) into the transmission (converter lockup clutch depressurized). In its
regulating position (slipping, torque converter lockup clutch pressurized), a reduced volume of lubricating oil
(p-Sm) flows through the annular passage (27a) bypassing the torque converter and passing direct through the
oil cooler (65) into the transmission. The other part of the lubricating oil (p-Sm) is led via the restrictor (a) into
the torque converter for cooling the converter lockup clutch (KUB).
R/P Lock, Location/Task/Design/Function

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whilst the shift element pressure acting on the end face and which is variable during the shift phase is replaced
by a corresponding, constant pressure.
When the multiple-disc clutch (K) is engaged (K) the end face of the shift pressure shift valve (29) is
depressurized during the stationary and shift phases, here the shift condition is also retained during the shift
phase.
Shift Pressure Regulating Valve, Location/Task/Function Also Float, Location/Function

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