System Description
AUTOMATIC - NAG1 SERVICE INFORMATION
The NAG1 automatic transmission is an electronically controlled 5-speed transmission with a lock-up clutch in the torque converter. The ratios for the gear stages are obtained by 3 planetary gear sets. Fifth gear is designed as an overdrive with a high-speed ratio.
The gears are actuated electronically/hydraulically. The gears are shifted by means of an appropriate combination of three multi-disc holding clutches, three multi-disc driving clutches, and two freewheeling clutches.
Electronic transmission control enables precise adaptation of pressures to the respective operating conditions and to the engine output during the shift phase which results in a significant improvement in shift quality.
Furthermore, it offers the advantage of a flexible adaptation to various vehicles and engines.
Basically, the automatic transmission with electronic control offers the following advantages:
- Reduces fuel consumption.
- Improved shift comfort.
- More favorable step-up through the five gears.
- Increased service life and reliability.
- Lower maintenance costs.
TRANSMISSION IDENTIFICATION
The transmission name, NAG1, means New Automatic Gearbox, generation 1.
The transmission can be generically identified visually by the presence of a round 13-way connector located near the front corner of the transmission oil pan, on the right side. Specific transmission information can be found stamped into a pad on the left side of the transmission, above the oil pan rail.
TRANSMISSION GEAR RATIOS
The gear ratios for the NAG1 automatic transmission are as follows:
1st Gear 3.59:1
2nd Gear 2.19:1
3rd Gear 1.41:1
4th Gear 1.00:1
5th Gear 0.83:1
Reverse 3.16:1
TRANSMISSION HOUSING
The converter housing and transmission are made from a light alloy. These are bolted together and centered via the outer multi-disc carrier of multi-disc holding clutch, B1 (4). A coated intermediate plate provides the sealing. The oil pump (2) and the outer multi-disc carrier of the multi-disc holding clutch, B1 (4), are bolted to the converter housing. The stator shaft (19) is pressed into it and prevented from rotating by splines. The electrohydraulic control unit (16) is bolted to the transmission housing from underneath. A sheet metal steel oil pan forms the closure.
MECHANICAL
The mechanical information consists of a driveshaft (3), output shaft (10), a sun gear shaft, and three planetary gear sets (14, 15 and 17) which are coupled to each other. The planetary gear sets each have four planetary pinion gears. The oil pressure for the torque converter lock-up clutch (20) and driving clutch K2 (6) is supplied through bores in the drive shaft (3). The oil pressure to driving clutch K3 (8) is transmitted through the output shaft (10). The lubricating oil is distributed through additional bores in both shafts. All the bearing points of the gear sets, as well as the freewheeling clutches and actuators, are supplied with lubricating oil. The parking lock gear (11) is connected to the output shaft (10) via splines.
Freewheel F1 (18) and F2 (13) are used to optimize the shifts. The front freewheel, F1 (18), is supported on the extension of the stator shaft (19) on the transmission side and, in the locking direction, connects the sun gear of the front planetary gear set (17) to the transmission housing. In the locking direction, the rear freewheel, F2 (13), connects the sun gear of the center planetary gear set (15) to the sun gear of the rear planetary gear set (14).
ELECTROHYDRAULIC CONTROL UNIT
The electrohydraulic control unit (16) comprises the shift plate made from light alloy for the hydraulic control and an electrical control unit. The electrical control unit comprises of a supporting body made of plastic, into which the electrical components are assembled. The supporting body is mounted on the shift plate and screwed to it.
Strip conductors inserted into the supporting body make the connection between the electrical components and a plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is produced via this 13-pin plug connector with a bayonet lock.
SHIFT GROUPS
The hydraulic control components (including actuators), which are responsible for the pressure distribution before, during, and after a gear change are described as a shift group. Each shift group contains a command valve, a holding pressure shift valve, a shift pressure shift valve, overlap regulating valve, and a solenoid.
The hydraulic system contains three shift groups: 1-2/4-5, 2-3, and 3-4. Each shift group can also be described as being in one of two possible states. The active shift group is described as being in the shift phase when it is actively engaging/disengaging a clutch combination. The 1-2/4-5 shift group control the B1 (4) and K1 (5) clutches. The 2-3 shift group controls the K2 (6) and K3 (8) clutches. The 3-4 shift group controls the K3 (8) and B2 (9) clutches.
OPERATION
The transmission control is divided into the electronic and hydraulic transmission control functions. While the electronic transmission control is responsible for gear selection and for matching the pressures to the torque to be transmitted, the transmission's power supply control occurs via hydraulic elements in the electrohydraulic control module. 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 with the torque converter.
The Transmission Control Module (TCM) allows for the precise adaptation of pressures to the corresponding operating conditions and to the engine output during the gearshift phase, resulting in a noticeable improvement in shift quality. The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range can be changed in the forward gears while driving, but the TCM employs a downshift safeguard to prevent overrevving the engine. The system offers the additional advantage of flexible adaptation to different vehicle and engine variants.
EMERGENCY RUNNING FUNCTION
In order to ensure a safe driving state and to prevent damage to the automatic transmission, the TCM control module switches to limp-home mode in the event of critical faults. A DTC assigned to the fault is stored in memory. All solenoid and regulating valves are thus de-energized.
The net effect is:
- The last engaged gear remains engaged.
- The modulating pressure and shift pressures rise to the maximum levels.
- The torque converter lockup clutch is deactivated.
In order to preserve the operability of the vehicle to some extent, the hydraulic control can be used to engage 2nd gear or reverse using the following procedure:
- Stop the vehicle.
- Switch off engine.
- Move selector lever to "P".
- Wait at least 10 seconds.
- Start engine.
- Move selector lever to D: 2nd gear.
- Move selector lever to R: Reverse gear.
The limp-home function remains active until the DTC is rectified or the stored DTC is erased with the DRB III* tool. Sporadic faults can be reset via ignition OFF/ON.
CLUTCH APPLICATION
Refer to the following table for which shift elements are applied in each gear position.
CLUTCH APPLICATION
FIRST GEAR POWERFLOW
Torque from the torque converter is increased via the driveshaft (25) and all three planetary gearsets and transferred to the output shaft (26).
Front Planetary Gear Set
The annulus gear (8) is driven by the driveshaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multi-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine.
Center Planetary Gear Set
The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical connection. The sun gear (22) is held against the housing by the multi-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier. The output shaft (26) connected to the center planetary carrier (14) turns at a reduced speed in the running direction of the engine.
Rear Planetary Gear Set
The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (15). The sun gear (23) is held against the housing by the engaged multi-disc holding clutch B2 (6), by the locked freewheel F2 (24) during acceleration and by the engaged driving clutch K3 (12) during deceleration. The rear planetary gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.
SECOND GEAR POWERFLOW
Torque from the torque converter is increased via the driveshaft (25) and the center and rear planetary gearset and transferred to the output shaft (26).
Front Planetary Gear Set
The planetary carrier (13) and sun gear (21) are connected via the engaged driving clutch K1 (7). The planetary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and driveshaft (25).
Center Planetary Gear Set
The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical connection. The sun gear (22) is held against the housing by the multi-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.
Rear Planetary Gear Set
The annulus gear (11) turns at the input speed as a result of the mechanical connection to the front planetary carrier (13). The sun gear (23) is held against the housing by the engaged multi-disc holding clutch B2 (6), by the locked freewheel F2 (24) during acceleration and by the engaged driving clutch K3 (12) during deceleration. The rear planetary pinion gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.
THIRD GEAR POWERFLOW
Torque from the torque converter is increased via the driveshaft (25) and the center planetary gearset and transferred to the output shaft (26).
Front Planetary Gear Set
The planetary carrier (13) and sun gear (21) are connected via the engaged driving clutch K1 (7). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and driveshaft (25).
Center Planetary Gear Set
The annulus gear (10) turns at the input speed as a result of the engaged driving clutch K2 (9). The sun gear (22) is held against the housing by the multi-disc holding clutch B2 (6). The planetary pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.
Rear Planetary Gear Set
The driving clutch K2 (9) is engaged and transfers the input speed of the driveshaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and turns as a closed unit.
FOURTH GEAR POWERFLOW
Speed and torque are not converted by the direct gear ratio of the 4th gear. Power is transferred from the driveshaft (25) to the output shaft (26) via three locked planetary gearsets.
Front Planetary Gear Set
The planetary carrier (13) and sun gear (21) are connected via the engaged driving clutch K1 (7). The planetary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of the annulus gear (8) and the driveshaft (25).
Center Planetary Gear Set
The annulus gear (10) turns at the input speed as a result of the engaged driving clutch K2 (9). The driving clutch K3 (12) connects the sun gears (22) and (23) of the rear and center planetary gearset. The planetary gearset is locked by the same speeds of the annulus gear (10) and the sun gear (22) and it turns as a closed unit.
Rear Planetary Gear Set
The driving clutch K2 (9) is engaged and transfers the input speed of the driveshaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due to the mechanical connection with the locked front planetary gearset. The planetary gearset is therefore locked and turns as a closed unit.
FIFTH GEAR POWERFLOW
Torque from the torque converter is increased via the driveshaft (25) and all three planetary gearsets and transferred to the output shaft (26).
Front Planetary Gear Set
The annulus gear (8) is driven by the driveshaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multi-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine.
Center Planetary Gear Set
The annulus gear (10) turns at the input speed as a result of the engaged driving clutch K2 (9). The driving clutch K3 (12) transfers an increased speed to the center planetary sun gear (22) due to the connection with the rear planetary sun gear (23). The planetary pinion gears (18) turn between the annulus gear (10) and the sun gear (22). The speed of the center planetary carrier (14) and the output shaft (26) connected to the center planetary carrier lies between that of the annulus gear (10) and the sun gear (22). This provides a step-up ratio.
Rear Planetary Gear Set
The driving clutch K2 (9) is engaged and transfers the input speed of the driveshaft (25) to the planetary carrier (15) via the annulus gear (10). The annulus gear (11) turns at a reduced speed due to the mechanical connection with the front planetary carrier (13). The rear planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The sun gear (23) moves at an increased speed in the running direction of the engine.
REVERSE GEAR POWERFLOW
Torque from the torque converter is increased via the driveshaft (25) and all three planetary gearsets and transferred with reversed direction of rotation to the output shaft (26).
Front Planetary Gear Set
The annulus gear (8) is driven by the driveshaft (25). The sun gear (21) is held against the housing by the locked freewheel F1 (20) during acceleration and via the engaged multi-disc holding clutch B1 (4) during deceleration. The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8) to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the engine.
Center Planetary Gear Set
The annulus gear (10) is held against the housing by the multi-disc holding clutch B3 (5) via the mechanical connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged driving clutch K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear (22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the opposite direction to the running direction of the engine.
Rear Planetary Gear Set
The planetary carrier (15) is held against the housing by the engaged multi-disc holding clutch B3 (5). The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The rear planetary gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine.
SHIFT GROUPS/SHIFT SEQUENCE
1-2 Shift - First Gear Engaged
The end face of the command valve (5) is kept unpressurized via the solenoid valve for 1-2 and 4-5 shift (1). Via the holding pressure shift valve (4), the working pressure (p-A) is present at the multi-disc holding clutch B1 (7). Clutch K1 (6) is unpressurized.
Shift Phase
Via the 1-2 and 4-5 shift solenoid (1), the shift valve pressure (p-SV) is directed onto the end face of the command valve (5). The command valve (5) is moved and the shift pressure (p-S) coming from the shift pressure shift valve (3) is directed via the command valve (5) onto driving clutch K1 (6). Simultaneously the multi-disc holding clutch B1 (7) is subjected to overlap pressure by the overlap valve (2).
The multi-disc holding clutch B1 (7) pressure acting on the end face of the shift pressure shift valve (3) is replaced by the working pressure (p-A). The rising shift pressure (p-S) at driving clutch K1 (6) acts on the annular face of the overlap regulating valve (2) and reduces the overlap pressure regulated by the overlap regulating valve (2). When a corresponding pressure level is reached at the holding pressure shift valve (4), this valve switches over.
Second Gear Engaged
After the gearchange is complete, the pressure on the end face of the command valve (5) is reduced via the 1-2 and 4-5 shift solenoid valve (1), and the command valve (5) is pushed back to its basic position. Via the holding pressure shift valve (4) the working pressure (p-A) now passes via the command valve (5) to driving clutch K1 (6). The multi-disc holding clutch B1 (7) is deactivated (unpressurized). The spring of the shift pressure shift valve (3) pushes the valve back to its basic position.
Gear Shift N to D (1st gear) - Engine Started
With the engine started and the gearshift lever in the NEUTRAL or PARK positions, holding clutch B1 (1) and driving clutch K3 (4) are applied and the various valves in the 1-2/4-5 shift group are positioned to apply pressure to the multi-disc holding clutch B2.
Activation Sequence
The selector valve opens the shift pressure (p-S) feed connection from the ball valve (19) with the shift valve B2 (9). With the shift valve B2 (9) in the upper position, shift pressure (p-S) travels behind the piston B2 (5) and simultaneously to the opposing face of the piston B2 (6). The multi-disc holding clutch B2 begins to close. The pressure on the opposing face of the piston B2 (6) ensures a soft activation of the multi-disc holding clutch B2.
First Gear Engaged
The TCM monitors the activation sequence via the speed of the input shaft, which slows down as the frictional connection in the multiple-disc holding clutch increases. When the speed drops to the specified level, the TCM shuts off the power to the 3-4 shift solenoid (10). The spring chamber of the shift valve B2 (9) is Repressurized and switches downwards. This connects the line to the opposing face of the piston B2 (6) with the pressure holding valve (11). The pressure on the opposing face of the piston B2 (6) drops to a residual pressure.
The working pressure (p-A) is formed and travels via the 2-3 holding pressure shift valve, the 2-3 command valve and the ball valve (16) to driving clutch K3 (4) and via the 3-4 command valve (13) to the end face of the 3-4 shift pressure shift valve (14). The 3-4 shift pressure shift valve (14) is moved against the force of the spring towards the right. At the same time the 3-4 solenoid valve (10) is energized. This allows shift valve pressure (p-SV) to enter the spring chamber of the shift valve B2 (9) and to reach the end face of the 3-4 command valve (13). The shift valve B2 (9) is held in the upper position and the 3-4 command valve (13) switches towards the right. At the end face of the 3-4 shift pressure shift valve (14) the working pressure (p-A) is replaced by shift valve pressure (p-SV).
The 3-4 command valve (13) moves to the left. Working pressure (p-A) travels via the holding pressure shift valve (12) and the 3-4 command valve (13) to the piston of multi-disc holding clutch B2 (5).