For the heavy-duty 5 speed automatic transmission, see
ZF Ecomat.
5HP is ZF Friedrichshafen AG's trademark name for its five-speed automatic transmission models (5-speed transmission with Hydraulic converter and Planetary gearsets) for longitudinal engine applications, designed and built by ZF's subsidiary in Saarbrücken.
More information GearModel, R ...
Gear Ratios[lower-alpha 1]
Gear Model |
R |
1 |
2 |
3 |
4 |
5 |
Total Span |
Span Center |
Avg. Step |
Compo- nents |
|
5HP 18 · 1990 5HP 19 · 1997 |
−4.096 |
3.665 |
1.995 |
1.407 |
1.000 |
0.742 |
4.936 |
1.650 |
1.491 |
3 Gearsets 3 Brakes 4 Clutches |
|
5HP 30 · 1992 |
−3.684 |
3.553 |
2.244 |
1.545 |
1.000 |
0.787 |
4.517 |
1.672 |
1.458 |
3 Gearsets 3 Brakes 3 Clutches |
5HP 24 · 1996 |
−4.095 |
3.571 |
2.200 |
1.505 |
1.000 |
0.804 |
4.444 |
1.694 |
1.452 |
Close
Differences in gear ratios have a measurable, direct impact on vehicle dynamics, performance, waste emissions as well as fuel mileage
Quick Facts 5HP 18 · 5HP 30 · 5HP 24, Overview ...
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Final Conventionally Designed Gearbox
With planetary gearboxes, the number of gears can be increased conventionally by adding additional gear sets as well as brakes and clutches, or conceptually by switching from serial to parallel power flow. The conceptual way requires a computer-aided design.
The 5HP is the last transmission family with serial power flow. To provide more gears, components were added. This makes these transmissions larger, heavier and even more expensive to manufacture. As the presence of ten main components (together with brakes and clutches) in the Ravigneaux gearbox types shows, this meant the end of the conventional gearbox design. The all new Lepelletier gearset concept of the later 6HP-family, requiring only eight main components for six gears, reflects the progress that this new paradigm represented.
1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types
More information ...
Gear Ratios
With Assessment |
Planetary Gearset: Teeth[lower-alpha 1] |
Count |
Total[lower-alpha 2] Center[lower-alpha 3] |
Avg.[lower-alpha 4] |
Ravigneaux |
Simple |
|
Model Type |
Version First Delivery |
S1[lower-alpha 5] R1[lower-alpha 6] |
S2[lower-alpha 7] R2[lower-alpha 8] |
S3[lower-alpha 9] R3[lower-alpha 10] |
Brakes Clutches |
Ratio Span |
Gear Step[lower-alpha 11] |
Gear Ratio |
R
|
1
|
2
|
3
|
4
|
5
|
6
|
Step[lower-alpha 11] |
[lower-alpha 12] |
|
[lower-alpha 13] |
|
|
|
|
Δ Step[lower-alpha 14][lower-alpha 15] |
|
|
|
|
|
|
|
Shaft Speed |
|
|
|
|
|
|
|
Δ Shaft Speed[lower-alpha 16] |
|
|
|
|
|
|
|
|
5HP 18 |
310 N⋅m (229 lb⋅ft) 1990 |
38 34[lower-alpha 17] |
34 98 |
32 76 |
3 4 |
4.9363 1.6495 |
1.4906[lower-alpha 11] |
Gear Ratio |
−4.0960[lower-alpha 12]
|
3.6648
|
1.9990[lower-alpha 13]
|
1.4067[lower-alpha 11][lower-alpha 15][lower-alpha 16]
|
1.0000
|
0.7424
|
|
Step |
1.1176[lower-alpha 12] |
1.0000 |
1.8333[lower-alpha 13] |
1.4211[lower-alpha 11] |
1.4067 |
1.3469 |
|
Δ Step[lower-alpha 14] |
|
|
1.2901 |
1.0102[lower-alpha 15] |
1.0444 |
|
|
Speed |
-0.8947 |
1.0000 |
1.8333 |
2.6053 |
3.6648 |
4.9363 |
|
Δ Speed |
0.8947 |
1.0000 |
0.8333 |
0.7719[lower-alpha 16] |
1.0596 |
1.2715 |
|
|
5HP 19 |
325 N⋅m (240 lb⋅ft) 1997 |
38 34[lower-alpha 17] |
34 98 |
32 76 |
3 4 |
4.9363 1.6495 |
1.4906[lower-alpha 11] |
Ratio |
−4.0960[lower-alpha 12] |
3.6648 |
1.9990[lower-alpha 13] |
1.4067[lower-alpha 11][lower-alpha 15][lower-alpha 16] |
1.0000 |
0.7424 |
|
|
Ratio R & Even |
|
|
|
|
Ratio Odd |
|
|
|
|
Algebra And Actuated Shift Elements |
Brake A[lower-alpha 18] |
|
|
❶ |
❶ |
|
❶ |
|
Brake B[lower-alpha 19] |
❶ |
❶ |
|
|
|
|
|
Brake C[lower-alpha 20] |
❶ |
❶ |
❶ |
|
|
|
|
Clutch D[lower-alpha 21] |
|
❶ |
❶ |
❶ |
❶ |
|
|
Clutch E[lower-alpha 22] |
❶ |
|
|
|
|
|
|
Clutch F[lower-alpha 23] |
|
|
|
|
❶ |
❶ |
|
Clutch G[lower-alpha 24] |
|
|
|
❶ |
❶ |
❶ |
|
|
|
Lepelletier Gear Mechanism |
|
Simple |
Ravigneaux |
6HP[lower-alpha 25] |
600 N⋅m (443 lb⋅ft) 2000 |
37 71 |
31 38 |
38 85 |
2 3 |
6.0354 1.6977 |
1.4327[lower-alpha 11] |
Gear Ratio |
−3.4025[lower-alpha 12]
|
4.1708
|
2.3397[lower-alpha 13]
|
1.5211
|
1.1428[lower-alpha 15][lower-alpha 16]
|
0.8672
|
0.6911
|
Step |
0.8158[lower-alpha 12] |
1.0000 |
1.7826[lower-alpha 13] |
1.5382 |
1.3311 |
1.3178 |
1.2549 |
Δ Step[lower-alpha 14] |
|
|
1.1589 |
1.1559 |
1.0101[lower-alpha 15] |
1.0502 |
|
Speed |
–1.2258 |
1.0000 |
1.7826 |
2.7419 |
3.6497 |
4.8096 |
6.0354 |
Δ Speed |
1.2258 |
1.0000 |
0.7826 |
0.9593 |
0.9078[lower-alpha 16] |
1.1599 |
1.2258 |
|
Layout
- Input and output are on opposite sides
- Planetary gearset 2 (the outer Ravigneaux gearset) is on the input (turbine) side
- Input shafts are, if actuated, S1, C1/C2 (the combined carrier of the compound Ravigneaux gearset 1 + 2), and R1/S2
- Output shaft is C3 (the carrier of gearset 3)
Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
- A wider span enables the
- downspeeding when driving outside the city limits
- increase the climbing ability
- when driving over mountain passes or off-road
- or when towing a trailer
Ratio Span's Center
- The center indicates the speed level of the transmission
- Together with the final drive ratio
- it gives the shaft speed level of the vehicle
Average Gear Step
- With decreasing step width
- the gears connect better to each other
- shifting comfort increases
Sun 1: sun gear of gearset 1: inner Ravigneaux gearset
Ring 1: ring gear of gearset 1: inner Ravigneaux gearset
Sun 2: sun gear of gearset 2: outer Ravigneaux gearset
Ring 2: ring gear of gearset 2: outer Ravigneaux gearset
Sun 3: sun gear of gearset 3
Ring 3: ring gear of gearset 3
Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step —
- With steadily decreasing gear steps (yellow highlighted line Step)
- and a particularly large step from 1st to 2nd gear
- the lower half of the gear steps (between the small gears; rounded down, here the first two) is always larger
- and the upper half of the gear steps (between the large gears; rounded up, here the last two) is always smaller
- than the average gear step (cell highlighted yellow two rows above on the far right)
- lower half: smaller gear steps are a waste of possible ratios (red bold)
- upper half: larger gear steps are unsatisfactory (red bold)
Standard R:1 — Reverse And 1st Gear Have The Same Ratio —
- The ideal reverse gear has the same transmission ratio as 1st gear
- no impairment when maneuvering
- especially when towing a trailer
- a torque converter can only partially compensate for this deficiency
- Plus 11.11 % minus 10 % compared to 1st gear is good
- Plus 25 % minus 20 % is acceptable (red)
- Above this is unsatisfactory (bold)
Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible —
- With continuously decreasing gear steps (yellow marked line Step)
- the largest gear step is the one from 1st to 2nd gear, which
- for a good speed connection and
- a smooth gear shift
- must be as small as possible
- A gear ratio of up to 1.6667:1 (5:3) is good
- Up to 1.7500:1 (7:4) is acceptable (red)
- Above is unsatisfactory (bold)
From large to small gears (from right to left)
Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
- Gear steps should
- increase: Δ Step (first green highlighted line Δ Step) is always greater than 1
- As progressive as possible: Δ Step is always greater than the previous step
- Not progressively increasing is acceptable (red)
- Not increasing is unsatisfactory (bold)
Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference —
- Shaft speed differences should
- increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one
- One difference smaller than the previous one is acceptable (red)
- Two consecutive ones are a waste of possible ratios (bold)
Blocks R1 (ring gear of the inner Ravigneaux gearset) and S2 (sun gear of the outer Ravigneaux gearset)
Blocks C1 and C2 (the common Ravigneaux carrier 1 + 2)
Connects S1 (the sun of the inner Ravigneaux gearset) with the turbine
Couples R1 (the ring gear of the inner Ravigneaux gearset) and S2 (the sun gear of the outer Ravigneaux gearset) with the turbine
Connects C1 and C2 (the common Ravigneaux carrier 1 + 2) with the turbine
To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism
|
|
Close
1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types
More information ...
Gear Ratios
With Assessment |
Planetary Gearset: Teeth[lower-alpha 1] |
Count |
Total[lower-alpha 2] Center[lower-alpha 3] |
Avg.[lower-alpha 4] |
Simpson |
Simple |
|
Model Type |
Version First Delivery |
S1[lower-alpha 5] R1[lower-alpha 6] |
S2[lower-alpha 7] R2[lower-alpha 8] |
S3[lower-alpha 9] R3[lower-alpha 10] |
Brakes Clutches |
Ratio Span |
Gear Step[lower-alpha 11] |
Gear Ratio |
R
|
1
|
2
|
3
|
4
|
5
|
6
|
Step[lower-alpha 11] |
[lower-alpha 12] |
|
[lower-alpha 13] |
|
|
|
|
Δ Step[lower-alpha 14][lower-alpha 15] |
|
|
|
|
|
|
|
Shaft Speed |
|
|
|
|
|
|
|
Δ Shaft Speed[lower-alpha 16] |
|
|
|
|
|
|
|
|
5HP 30 |
560 N⋅m (413 lb⋅ft) 1992 |
40 100 |
32 108 |
38 97 |
3 3 |
4.5169 1.6716 |
1.4578[lower-alpha 11] |
Gear Ratio |
−3.6842
|
3.5526
|
2.2436
|
1.5449[lower-alpha 11][lower-alpha 15]
|
1.0000[lower-alpha 11]
|
0.7865[lower-alpha 16]
|
|
Step |
1.0370 |
1.0000 |
1.5835 |
1.4522[lower-alpha 11] |
1.5449[lower-alpha 11] |
1.2714 |
|
Δ Step[lower-alpha 14] |
|
|
1.0904 |
0.9400[lower-alpha 15] |
1.2151 |
|
|
Speed |
-0.9643 |
1.0000 |
1.5835 |
2.2995 |
3.5526 |
4.5169 |
|
Δ Speed |
0.9643 |
1.0000 |
0.5835 |
0.7161 |
1.2531 |
0.9643[lower-alpha 16] |
|
|
5HP 24 |
440 N⋅m (325 lb⋅ft) 1996 |
36 93 |
32 100 |
35 90 |
3 3 |
4.4435 1.6943 |
1.4519[lower-alpha 11] |
Gear Ratio |
−4.0952[lower-alpha 12]
|
3.5714
|
2.2000
|
1.5047[lower-alpha 15]
|
1.0000[lower-alpha 11]
|
0.8037[lower-alpha 16]
|
|
Step |
1.1467[lower-alpha 12] |
1.0000 |
1.6234 |
1.4621 |
1.5047[lower-alpha 11] |
1.2419 |
|
Δ Step[lower-alpha 14] |
|
|
1.1103 |
0.9717[lower-alpha 15] |
1.2094 |
|
|
Speed |
-0.8721 |
1.0000 |
1.6234 |
2.3736 |
3.5714 |
4.4435 |
|
Δ Speed |
0.8721 |
1.0000 |
0.6234 |
0.7502 |
1.1979 |
0.8721[lower-alpha 16] |
|
|
Ratio R & Even |
|
|
|
|
Ratio Odd |
|
|
|
|
Algebra And Actuated Shift Elements |
Brake A[lower-alpha 17] |
|
|
|
❶ |
|
❶ |
|
Brake B[lower-alpha 18] |
|
|
❶ |
|
|
|
|
Brake C[lower-alpha 19] |
❶ |
❶ |
|
|
|
|
|
Clutch D[lower-alpha 20] |
|
❶ |
❶ |
❶ |
❶ |
|
|
Clutch E[lower-alpha 21] |
|
|
|
|
❶ |
❶ |
|
Clutch F[lower-alpha 22] |
❶ |
|
|
|
|
|
|
|
|
Lepelletier Gear Mechanism |
|
Simple |
Ravigneaux |
6HP[lower-alpha 23] |
600 N⋅m (443 lb⋅ft) 2000 |
37 71 |
31 38 |
38 85 |
2 3 |
6.0354 1.6977 |
1.4327[lower-alpha 11] |
Gear Ratio |
−3.4025[lower-alpha 12]
|
4.1708
|
2.3397[lower-alpha 13]
|
1.5211
|
1.1428[lower-alpha 15][lower-alpha 16]
|
0.8672
|
0.6911
|
Step |
0.8158[lower-alpha 12] |
1.0000 |
1.7826[lower-alpha 13] |
1.5382 |
1.3311 |
1.3178 |
1.2549 |
Δ Step[lower-alpha 14] |
|
|
1.1589 |
1.1559 |
1.0101[lower-alpha 15] |
1.0502 |
|
Speed |
–1.2258 |
1.0000 |
1.7826 |
2.7419 |
3.6497 |
4.8096 |
6.0354 |
Δ Speed |
1.2258 |
1.0000 |
0.7826 |
0.9593 |
0.9078[lower-alpha 16] |
1.1599 |
1.2258 |
|
Layout
- Input and output are on opposite sides
- Planetary gearset 1 is on the input (turbine) side
- Input shafts are, if actuated, S1, C2, S3, and R1
- Output shaft is C3 (the carrier of gearset 3)
Total Ratio Span (Total Ratio Spread · Total Gear Ratio)
- A wider span enables the
- downspeeding when driving outside the city limits
- increase the climbing ability
- when driving over mountain passes or off-road
- or when towing a trailer
Ratio Span's Center
- The center indicates the speed level of the transmission
- Together with the final drive ratio
- it gives the shaft speed level of the vehicle
Average Gear Step
- With decreasing step width
- the gears connect better to each other
- shifting comfort increases
Sun 1: sun gear of gearset 1
Ring 1: ring gear of gearset 1
Sun 2: sun gear of gearset 2
Ring 2: ring gear of gearset 2
Sun 3: sun gear of gearset 3
Ring 3: ring gear of gearset 3
Standard 50:50 — 50 % Is Above And 50 % Is Below The Average Gear Step —
- With steadily decreasing gear steps (yellow highlighted line Step)
- and a particularly large step from 1st to 2nd gear
- the lower half of the gear steps (between the small gears; rounded down, here the first two) is always larger
- and the upper half of the gear steps (between the large gears; rounded up, here the last two) is always smaller
- than the average gear step (cell highlighted yellow two rows above on the far right)
- lower half: smaller gear steps are a waste of possible ratios (red bold)
- upper half: larger gear steps are unsatisfactory (red bold)
Standard R:1 — Reverse And 1st Gear Have The Same Ratio —
- The ideal reverse gear has the same transmission ratio as 1st gear
- no impairment when maneuvering
- especially when towing a trailer
- a torque converter can only partially compensate for this deficiency
- Plus 11.11 % minus 10 % compared to 1st gear is good
- Plus 25 % minus 20 % is acceptable (red)
- Above this is unsatisfactory (bold)
Standard 1:2 — Gear Step 1st To 2nd Gear As Small As Possible —
- With continuously decreasing gear steps (yellow marked line Step)
- the largest gear step is the one from 1st to 2nd gear, which
- for a good speed connection and
- a smooth gear shift
- must be as small as possible
- A gear ratio of up to 1.6667:1 (5:3) is good
- Up to 1.7500:1 (7:4) is acceptable (red)
- Above is unsatisfactory (bold)
From large to small gears (from right to left)
Standard STEP — From Large To Small Gears: Steady And Progressive Increase In Gear Steps —
- Gear steps should
- increase: Δ Step (first green highlighted line Δ Step) is always greater than 1
- As progressive as possible: Δ Step is always greater than the previous step
- Not progressively increasing is acceptable (red)
- Not increasing is unsatisfactory (bold)
Standard SPEED — From Small To Large Gears: Steady Increase In Shaft Speed Difference —
- Shaft speed differences should
- increase: Δ Shaft Speed (second line marked in green Δ (Shaft) Speed) is always greater than the previous one
- One difference smaller than the previous one is acceptable (red)
- Two consecutive ones are a waste of possible ratios (bold)
Blocks C1 (the carrier of gearset 1)
Connects S2 and S3 with the turbine
Connects R1 with the turbine
Connects C1 with the turbine
To reflect the progress, the Lepelletier gear mechanism means both technically and in terms of manufacturing effort. The 6HP-transmission is the first one to use this intriguing gear mechanism
|
|
Close
1990: 5HP 18 · 1997: 5HP 19 · Ravigneaux Planetary Gearset Types
5HP 18
- Introduced in MY 1991 on the BMW E36 320i/325i and E34 5 Series.
- Input torque maximum is 310 N⋅m (229 lb⋅ft)
- Weight: ~75 kg (165 lb)
- Oil capacity: ~10.5 L (11.1 US qt)
Applications[1]
1992: 5HP 30 · 1996: 5HP 24 · Simpson Planetary Gearset Types