1997 MERCEDES-BENZ ML430 transmission oil

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

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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Fig. 93: Float, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Function - With low oil levels, the lubrication oil which flows constantly out of the gearset, flows back to the
oil gallery (A) through the opening (46). If the oil level rises, the oil presses the float (45) against the housing.
See Fig. 93
.
The float (45) therefore separate the oil gallery (A) from the gearset chamber (B). The lubricating oil which
continues to flow out of the gearsets is thrown against the housing wall, incorporated by the rotating parts and
flows back into the oil
gallery (A) through the upper opening (arrow).

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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Task - The ETC control module (N15/3) determines the instantaneous operating condition of the vehicle and
controls all gearshift sequences taking into account the ease of shifting and the driving situation. This involves
receiving, converting and transmitting various digital and analog signals. See Fig. 96
.
It receives operating data in the form of input signals from:
Starter Lock-Out Contact (Y3/6S1)
RPM Sensor 2 (Y3/6N2)
RPM Sensor 3 (Y3/6n3)
Transmission Oil Temperature Sensor (Y3/6B1)
In addition there is a connection via the engine compartment bus to the:
Instrument Cluster (A1)
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9)
The solenoid valves for the modulating and shift pressure and for the gear changes are actuated by the ETC
control module (N15/3).
The pressure required is calculated from all input signals, adjusted to the torque to be transferred. The following
information from other systems is then processed.
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9):
Engine Torque
Engine Speed
Accelerator Pedal Position
Gear Shift
Engine Status
Electronic Selector Lever Module Control Module (N15/5):
Kickdown Switch (S16/6)
Selector Lever Position P/N
Traction System Control Module (N47):
Transmission Ratio
Speeds
Instrument Cluster (A1):
Selector Lever Position/Shift Range

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
me
Saturday, October 02, 2010 3:15:27 PMPage 164 © 2006 Mitchell Repair Information Company, LLC.

Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Task - The ETC control module (N15/3) determines the instantaneous operating condition for the vehicle and
controls all gearshift sequences taking into account the ease of shifting and the driving situation. See Fig. 97
.
This involves receiving , converting and transmitting various digital and analog signals.
Input signals:
Starter Lock-Out Contact (Y3/6S1)
RPM Sensor 2 (Y3/6N2)
RPM Sensor 3 (Y3/6N3)
Transmission Oil Temperature Sensor (Y3/6B1)
Kickdown Switch (S16/6)
Gear Recognition Switch (S16/10)
Output signals:
Reverse/parking lock valve
Input and output signals:
Datalink connector (X11/4)
In addition there is a connection via the engine compartment bus to the:
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9)
Traction System Control Module (N47)
Transfer Case Control Module (N78)
The solenoid valves for the modulating and shift pressure and for the gear changes are actuated by the ETC
control module (N15/3). The pressure required is calculated from all input signals, adjusted to the torque to be
transferred.
The following information from other systems is then processed:
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9)
(Y66/1)
Selector lever position P/N to the engine control module (ME-SFI) (N3/10) (only on detection of the
selector lever position "P" or "N" on the transmission range recognition switch (S16/10) and at the starter
interlock contact (Y3/6s1)).
Traction system control module (N47):
Wheel speeds

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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Saturday, October 02, 2010 3:15:27 PMPage 166 © 2006 Mitchell Repair Information Company, LLC.

Courtesy of MECHANICS MONTHLY MAGAZINE
Temperature Sensor, Location

The transmission oil temperature sensor (Y3/6bl) is located in the electrical control unit (Y3/6) and is
permanently connected to the conductor tracks. See Fig. 102
.
Temperature Sensor, Task

To measure the temperature of the transmission oil and pass the temperature to the ETC control unit
(N15/3) as an input signal.
Temperature Sensor, Design

Temperature-dependent resistor (PTC).
Temperature Sensor, Function

See TEMPERATURE SENSOR, FUNCTION
.
Temperature Sensor, Function

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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Fig. 103: Temperature Sensor, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation
The temperature of the transmission oil has a major influence on the shift time and thus on the shift quality. It is
possible to optimize the gear shifts in all temperature ranges by detecting the oil temperature. See Fig. 103.

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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The transmission oil temperature sens or (Y3/6b1) is connected in series with the starter lockout contact
(Y3/6s1). The temperature signal is tr ansmitted to the ETC control module (N 15/3) only the dry-reed contact of
the starter lockout contact (Y3/6s1) is closed.
Selector Valve, Location/Task
Fig. 104: Selector Valve, Location/Task
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Selector Valve, Location

The selector valve (52) is located in th e valve housing of the shift plate (2a). See Fig. 104
.
Selector Valve, Task

Distributes pressure to the appropriate h
ydraulic components according to the selector lever position

2001 Mercedes-Benz ML320
1998-03 AUTOMATIC TRANSMI SSIONS Complete Transmissions - ML 320 - 722.662
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Fig. 106: Torque Converter Lockup Clutch, Function
Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation
When actuated by the ETC control module (N15/3), oil pressure controlled by the torque converter lockup
PWM solenoid Valve (Y3/6y6) is directed through the input shaft (1) to the pressure chamber behind the piston
(16d). See Fig. 106
. The piston presses the clutch pack (16c) together and allows torque to be transferred
directly between the impeller (P) and turbine wheel (T). The torque converter lockup clutch is activated in 5th,
4th and 3rd gears in relation to the engine speed and engine load.
AUTOMATIC TRANSMISSION, FUNCTION
Transmission without touch shift. 722.6 in MODEL 163, 170, 202, 208, 210.
Transmission 722.6 in MODEL 129, 140.
Automatic transmission 722.6 is an electronically controlled 5-speed transmission with a lockup clutch in the
torque converter.
The ratios for the gear stages are achieved by three planetary gear sets. The 5th gear is designed with a step-up
ratio as an overdrive.
Shifting is initiated electronically. The gears are shifted by the corresponding combination of three
hydraulically actuated multi-plate brakes, three hydraulically actuated multi-disc clutches and two mechanical
freewheels.
Basically automatic transmission 722.6 with electronic control offers the following advantages:
Reduced fuel consumption
Improved shift comfort
More favorable gear steps as a result of 5 gears
Enhanced life and reliability
Reduced servicing costs
The electrohydraulic control unit is bolted onto the bottom of the transmission housing. The end of the
transmission is formed by an oil pan made of sheet steel.
The oil pressure for the converter lockup clutch and center multiple disc clutch is supplied via holes in the input
shaft. The oil pressure to the rear multiple-disc clutch is routed through the output shaft. The lubricating oil is
supplied and distributed by additional bore holes in both shafts. All bearing points of the gear sets as well as
freewheels and shift elements are supplied with lubricating oil.
The parking lock gear and drive flange are connected to the output shaft by gearing.
Freewheels F1 and F2 optimize shiftin
g. The front freewheel (F1) rests against the stator shaft extension on the

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1998-03 AUTOMATIC TRANSMISSIONS Complete Transmissions - ML 320 - 722.662
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