Common faults of lock up clutch: lock up clutch engagement, not separation, not poor bonding and slipping. Multiple fault phenomenon is diverse, so to grasp its working principle, characteristics and the method of fault analysis is very important.
First, the road test, the vehicle without the law appear jitter between 40 – 80km / h. The first detection of the engine, but found no fault. This may be caused by other factors. So the computer detecting instrument reads the data flow, found that when the locking clutch (TCC) joint, especially the ground station to the 40% – 60%, the vehicle will appear jitter phenomenon. The fault is composed of TCC binding caused by bad. But the results are caused by bad and which part?Fault may lie electronically controlled, hydraulic and mechanical systems which part. Of course, there are some special circumstances, such as when the throttle is closed, apply the brakes, acceleration or deceleration, shift, oil temperature below 60 ℃ Rotary temperature is too high and gear in the following block 3, etc., because these time lock the clutch is engaged.
The locking clutch engagement and separation by computer (PCM) through the lock up clutch (TCC) to control electromagnetic. Computer analyzed according to the solar term door position sensor, speed sensor, a turbine shaft, gear shift moment sensor, and brake switch signal, to the TCC electromagnetic valve provides a duty cycle signal, changed the TCC electromagnetic valve opening, thereby controlling the action of clutch. For the TCC work, computer is through the rotational speed of the engine and the turbine shaft (input shaft) of the speed difference to monitor.When the locking clutch does not work, the engine speed should be greater than the turbine shaft speed is 200 300r / min; in the lock up clutch engagement process, both the differential speed should be reduced gradually; when the locking clutch is completely engaged, the rotational speed difference should be zero. Therefore, can be observed through the engine speed and the rotational speed of the turbine (input shaft speed difference between the clutch) to determine the working state and extent.
On the hydraulic part of the fault can be determined by measuring the hydraulic pressure. So this car gearbox oil pressure test carried out. Road test, jitter occurs when the TCC engagement and found no oil pressure fluctuations and anomalies. To further determine if this part is faulty hydraulic transmission, fold down the valve and install test template, using compressed air to be tested. The results showed that the TCC various hydraulic valves and valve oil works well, the hydraulic part of the fault can be basically ruled out the possibility.
As for the mechanical part, due to the inability of dismantling, so only through the exclusion of other aspects of the failure to determine. The detection and analysis of the above several aspects, determine the fault is likely only in mechanical parts, namely the torque converter lockup clutch.
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