When Audi Q5 hot car, there is continuous impact and shrug when stepping on the brake pedal for D gear.
  • Automotive

Question: Hello, my factory recently received a 2009 year Audi Q5, which carries 2.0T engine and matches the DL501 (0B5) type 7 gear wet double clutch transmission. According to the user, the car has the phenomenon of continuous impact and shrug when the brake pedal is replaced by the brake pedal for D, and the cold car will be relieved. After receiving the car in our factory, the maintenance personnel detected by the fault diagnosis instrument, nor found any fault code storage in the transmission control unit. But the maintenance personnel do not understand the data flow, so they can not get more fault information. However, the maintenance personnel through the road test also get other failures: that is the 2-3 gear slightly skidding and the impact of the impact of 4-3 gear and 2-1 gear impact is the vehicle transmission failure is on the double clutch or in the electromechanical hydraulic control unit, please give the teacher in a hundred busy to give point. Relevant information: the latest Audi factory maintenance information system in 2014 ELSA 5.1 answer: at present, the most effective method is the acquisition and analysis of dynamic data, especially in the case of no fault code storage. In addition, it is necessary to combine the actual failure phenomenon when observing the dynamic data, and it is necessary to understand the control principle of this type of transmission when the data content is selected. Otherwise, it is difficult to grasp the key point from many dynamic data. First of all, we should comb out the actual fault phenomenon of the vehicle, and then determine the probable cause of the fault according to the actual fault phenomenon. The fault that users really want to repair is to replace the advance gear in place, to tie in and hit the car. For Audi OB5 double clutch transmission, the gear part should be in 1 gear when changing the forward shift. The component that needs to complete the power transmission is the K1 clutch. (Note: the K1 clutch is used to manage the power transmission of the odd gear transmission, that is, the power transfer of the 1, 3, 5, 7 gear). The work is not smooth. However, the failure phenomenon is caused by the clutch, but the root of the fault is not necessarily the clutch itself, but also may be in the clutch oil pressure regulation, such as electronic control signal, electromagnetic valve, clutch pressure regulating valve and clutch oil road. In addition, the 2-3 gear slipping and impact and the emergence of 4-3 and 2-1 gears, the cause of the problem again point to the K1 clutch, because the working process of these shift points, exactly the K1 clutch re joint process. In this way, the problem is gradually clear that the root of the problem is the clutch itself or the mechatronic hydraulic control unit assembly. By detecting and analyzing the data flow, it can be known that kori will use the FAW Audi special fault diagnosis instrument to detect the vehicle, enter the transmission system, and then select the "data channel" in the menu option. "And choose in the data channel. The driving instruction of the N436 of the main oil pressure solenoid valve of the odd gear transmission and the driving instruction of the main oil pressure solenoid valve N440 of the even gear transmission can be selected pertinent, because in the 0B5 transmission, the pressure regulating solenoid valve N215 and N216 commands of the K1 and the K2 clutch can not be observed in the 0B5 transmission. The instructions of the N215 and N216 can only be indirectly passed through N436 and N440. The working state of the K1 and K2 clutch is analyzed. In addition, through the feedback of the pressure sensor, the real change of the 2 clutch pressure can be seen, so the pressure information of the G193 (K1 clutch pressure) and the G194 (K2 clutch pressure) can be observed when the data flow is detected. Usually, when the failure phenomenon occurs, if the drive control unit of the transmission control unit changes the driving current of the main oil pressure regulating solenoid valve, it is generally the result of the existence of the state of the clutch itself. For example, clutch friction plate wear or slight ablation, transmission control unit will continue to correct the clutch to compensate. If the current change is not very obvious, and the feedback clutch's oil pressure fluctuates greatly, it is generally caused by the failure of the clutch hydraulic system. As to why the feedback oil pressure of the current and G194 of the N440 of the even gear transmission is observed, it is because the reverse gear and other even number gear are normal, so the fault range and the fault cause can be determined by comparing the normal data. Finally, even through data analysis, the cause of the failure is not in the clutch, but it is better to disassemble the transmission, confirm the working status of the clutch, and then replace the mechatronic hydraulic control unit. The transmission has been used for 6 years, and the current failure phenomenon will also cause damage to the clutch, so it is necessary to ensure that there is no hidden trouble in the follow-up, and it is still necessary to check and repair it through disintegration. Review summary: this car belongs to the comprehensive fault, a wire resistance too big cause the transmission fault warning lamp sometimes alarm, the transmission oil injection error causes the clutch work is not normal. For the maintenance of accidental failure, we should first analyze and list the fault point in an all-round way, and then check it by one by one. Only by verifying all the fault points are no problem, we can turn in the factory or cause unnecessary rework. For CVT continuously variable transmission, special transmission oil must be added.