奥迪A8 Quattro ZF5HP24苑自行车爆炸

如果您曾经推动过奥迪A8或任何高端汽车使用ZF5HP19or24.传输，你知道这些单位非常平滑，锁定几乎无法察觉。当你放慢速度时，这种特殊的奥迪在客户投诉的困境或凹凸中进来。最初，汽车被诊断出来，单位移除并重建。转换器被打开，检查并焊接在一起。重新安装该单元，散装液用于重新填充物，然后是经过路的道路。不幸的是，问题仍然存在。当我收到电话时，我被描述为进入和锁定，同时从80到60英里放慢了一小时，然后神奇地减慢了。它停止了。

The easiest thing to check first is the nose switch on the throttle position sensor; it tells the computer when you are at closed throttle. If it was malfunctioning, the computer might see the switch opening and closing, causing the problem. The technician tested the nose switch and said the contacts opened and closed perfectly.

At this point, we have to answer the following question: Is thetransmission转移计算机正在命令它或在单元或转换器中仍有问题？将DVOM连接到TCC螺线管的地面引线将让您从计算机观看TCC命令。如果计算机正在打开和关闭TCC，则应看到电压上下上下。这正是正在发生的事情。为什么电脑在减速时打开和关闭锁定？在减速时，许多导入脉冲锁定，但是这一个你真的可以感受到。你可以比较努力踩下制动器的感觉。此外，还有另一个问题。该装置有一个堵塞，第3档。它留在锁定状态，直到它向下播放到第二次。

在这种情况下，商店有一个带有VAG COM软件的独奏专业版。这使得可以在尝试进一步修复之前进行一些彻底的诊断。观看扫描仪上的数据，没有什么是错误的。节气门位置，质量空气流，鼻部开关都出现了良好。凭借这个特殊问题，您需要观看的是Trans Temp，TCC滑动和TC电磁阀。扫描仪将具有标记为DCSV 4的TCC电磁阀。代表阻尼离合器电磁阀。在Trans数据日志下找到这些特定参数。有许多日志文件，因此您必须进行一些搜索来查找合适的日志。请记住将扫描仪视图设置为4个图形模式。

看those 3 parameters during the road test, you will see that TCC slip RPM and solenoid amperage are inversely proportional. As TCC amperage goes up, the lockup piston is applied more and TCC slip will go down.Figure 1是记录数据的快照。其中TCC滑动高，电流高，0.144安培。在0.744安培，最大TCC
apply is being commanded. Watch the amperage as the vehicle was slowing down. It was being toggled down 0.736 amps then right back up to 0.744 amps. That is a clear indication that the computer is commanding lockup cycling. Where you see the sharp spike is where you would feel the bump.

Amperage should not change unless the computer picks up a slip. Just like a GM or Ford when you see TCC duty cycle go to 100%, you know the unit is commanding full lockup. Could the clutch be slipping? Could the valve body be worn like those on a GM or Ford? The graph inFigure 1表明有TCC滑动。首先更换阀体，并查看该阀门是否会发生变化。使用更换阀体安装时，第二路测试证明了原始阀体的问题存在问题。该单位现在更顺畅地转移，锁定更好，（不太硬），但仍然不对。

Figure 2显示相同的参数绘制在Figure 1。差异是安培的尖峰并不像锋利。您可以看到TCC电流增加的小坡道增加，然后掉落。扫描工具中看到的内容与道路测试中可能感受到了什么。

After making a few phone calls to get some feed back on these units, I learned from contacts at Sonnax that these ZF unit’s are known to have converter problems, and this complaint is very common according to the builders in Europe. In fact, these converters are so problematic, the builders recommend using a tested ZF or a ZF rebuilt converter with synthetic fluid. The shop I was helping ordered a high end remanufactured converter. The unit was expensive, but the results were worth it! Installing the converter and using synthetic transmission fluid gave us phenomenal results. Not only did the transmission shift more smoothly than before, but lockup engagement was undetectable. The only way you knew it was in lockup was to look at the scanner.

Figure 3shows the data from the final road test. On TCC command you see amps go to 0.744 and you are in full lock up. TCC slip is 0 rpm’s. On closed throttle you can see TCC desired amps drop to 0.416 and remain steady, TCC slip is minimal. No more spikes, no more ramping of the TCC solenoid and most important, no more TCC thump or bump. When slowing down to a stop, desired amps will remain at 0.416 amps until the transmission is commanded into 2nd gear. At that point lockup is turned off and desired amps drops to 0.144. Again, you won’t feel any thump or bump.

通过这种类型的变矩器和编程，计算机试乐动BBIN彩票图控制TCC滑动减速。如果无法与发动机转速符合传输输入速度RPM，则计算机将继续增加加速度，直到它到达全锁定。有碰撞。此时，它看到了2个速度传感器之间的比率并不是程序的预期，它立即减少了TCC Amperage命令。在这种情况下，计算机无法控制滑动是由磨损的锁定离合器衬里引起的。在变速器中，当摩擦磨损时，离合器包装间隙和活塞行程增加。与变矩器锁定离合器和衬里发生同样的事情。乐动BBIN彩票这次增加的活塞行程导致你感觉进入和锁定的砰砰声或凸起。这些ZF装置利用俘虏离合器设计。这种设计的两个特性是活塞行程在锁定功能和难以拆卸，检查和重建过程中的关键重要性。 This could be why the converter was not repaired or replaced when it was initially cut open.

促成了我们所经历的问题的另一个因素是磨损的压力调节器阀孔，导致更高的线压力。由于主线对机组中的所有压力有影响，高线会导致高转换器充电压力。

记住所有ZF5HP19或ZF5HP24拥有此夹紧锁定离合器。如果您碰巧使用这种传输和投诉，请使用良好的转换器，检查压力调节器阀门孔是否磨损，并始终使用良好的完整合成传动液。