Atf HONDA CR-V 1998 RD1-RD3 / 1.G User Guide
[x] Cancel search | Manufacturer: HONDA, Model Year: 1998, Model line: CR-V, Model: HONDA CR-V 1998 RD1-RD3 / 1.GPages: 1395, PDF Size: 35.62 MB
Page 520 of 1395
Description
General Operation (cont'dl
Gsar Selection'97 - 98 Models
The shift lever has seven positions; El PARK, ts REVERSE, N NEUTRAL, Ell 1st through 4th ranges, lpq 1st th.ough 3rdranges, P 2nd gear, and [ 1st gear
'99 - 00 Models
The shitt lever has six positions; El PARK, E REVERSE, E NEUTRAL. E ,lst through 4th ranges, and 1st through 3rd(when Over-Drive (O/D) is OFF) ranges. @ 2nd gear, and E 1st gear.
Starting is possible only in @ and @ positions. using a slide-type. neutral-safety switch.
Automatic Transaxle (A/T) Gear Position IndicatorThis indicator in the instrument panel shows which gear has been selected.
Transler Mochanism {4WD}
The transfer mechanism consists of the transfer shaft drive gear. the transfer shaft. the transfer drive gear, the transfer driv-en gear shaft, and the companion flange, The transfer mechanism assembly is on the rear side ot the transmission. besidethe differential. The transfer shaft drive gear on the final driven gear drives the transfer shaft driven qear. power is transmit-ted to the rear differential via the transfer shaft and the Drooeller shaft.
Clutches
The four-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears.When the hydraulic pressure is introduced into the clutch drum, the clutch piston moves. This presses the friction discs andsteel plates together, locking them so they don't slip. Power is then transmifted through the engaged clutch pack to its hu$mounted gear. When hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and steel plates, andthey are free to slide past each other. This allows the gearto spin independently on its shaft, transmitting no power.
lst Clutch
The 1st clutch engages/disengages lst gear, and is located at the end ofthe mainshaft, just behind the end cover.The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.
lst-hold Clutch
The 1st-hold clutch engages/disengages 1st-hold or E position, and is located at the middle of the sub-shaft. The 1st-holdclutch is supplied hydraulic pressure by its ATF feed pipe within the sub-shaft.
2nd Clutch
The znd ciutch engages/disengages 2nd gear, and is located at the middle of the mainshaft. The 2nd clutch is joined back-to-back to the 4th clutch. The 2nd clutch is supplied hydraulic pressure through the mainshaft by a circuit connected to theinternal hydraulic circuit.
PositionDescription
Reverse; reverse selector engaged with countershaft reverse gear and 4th clutch locked.
Allclutches released.
General driving; starts off in 1st, shifts automatically to 2nd, 3rd, then 4th, depending on vehicle speedand throftle position. Downshifts through 3rd,2nd, and lst on deceleration to stop.The lock-up mechanism operates;n 3rd and 4th gear.
used for rapid €cceleration at highway speeds and general driving; stans off in 1st, shifts automatically to2nd_then 3rd, dejending on vehicle speed and throttle position. Downshifts through lower gears on decel-eration to stop. The lock-up mechanism comes into operation in 3rd gear.
Driving in 2nd_gear; stays in 2nd gear, does not shift up and down. For engine braking or better trac_tion starting off on loose or slippery surfaces.
Driving in 1st gear; stays in 1st gear, does not shift up. For engine braking.
tll PARK
t!!l l|EvEn>E
E NEUTRAL
Ell DRrvE ('97 - sB)E DRrvE ('ss - oo)(1st through 4th )
E DRrvE {'97 - s8)O DRTVE with over-Drive (O/D) is OFF('99 - 00)(1st through 3rd)
E SECOND
E FIRST
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Page 521 of 1395
3rd Clutch
The 3rd clutch engages/disengages 3rd gear, and is located at the end of the countershaft, opposite the end cover. The 3rd
clutch is supplied hydraulic pressure by its ATF feed pipe within the countershaft.
ilth Clutch
The 4th clutch engages/disengages 4th gear, as well as reverse gear, and is located at the middle of the mainshaft. The 4th
clutch is joined back-to-back to the 2nd clutch. The 4th clutch is supplied hydraulic pressure by its ATF feed pipe within the
mainshaft.
One-way Clutch
The one-way clutch is positioned between the park gear and the countershaft 1st gear, with the park gear splined to the counter-
shaft. The countershaft 1st gear provides the outer race surface, and the park gear provides the inner race surface The
one,way clutch locks up when power is transmitted from the mainshaft lst gear to the countershaft 1st gear. The 1st
clutch and gears remain engaged in the 1st, 2nd, 3rd, and 4th gear ranges in the lo], pt, E, or E position The one-way
clutch disengages when the 2nd, 3rd, or 4th clutches/gears are applied in the lor, [d, E, or E position'
This is because the increased rotational speed of the gears on the countershaft over-ride the locking "speed range" of the
one-wav clutch. The one-wav clutch free-wheels when the lst clutch is engaged
lST.HOLDCLUTCH
1ST CLUTCH
MAINSHAFT3RD CLUTCH
COUNTERSHAFT
TRANSFERSHAFT DRIVEGEAR
TRANSFERASSEMBLY
NOTE: The illustration shows the 4WD
automatic transmission {sectional view)
the 2WD transmission does not have a
transfer assembly and transfer shaft drive
gear on the differential assembly.
2NO CLUTCH4TH CLUTCH
INSIDE OF ONE.WAYCLUTCH
ONE.WAY CLUTCH
OUTSIDE OF ONE.WAYCLUTCH
The sprags engage/disengage outsideand inside of theSplined with counter- -
shaft
OVER.RIOINGLOCKING SPEED CONOITIONLOCKING CONDITION
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Page 540 of 1395
Description
Hydraulic Control
The hydraulic control system is controlled by the ATF pump, valves, accumulators, and electronically controlled solenoids.
The ATF pump is driven by splines on the end of the torque converter which is aftached to the engine. Fluid from the ATF
pump flows through the regulator valve to maintain specified pressure, through the main valve body, to the manual valve,
directing pressure to each clutch. The valve body includes the main valve body, the regulator valve body, the lock-up
valve body, the secondary valve body, the servo body, the linear solenoid, the shift control solenoid valve Ay'B assembly,
and the lock-up control solenoid valve A/B assembly. The shift control solenoid valve A,/B assembly and the linear
solenoid are bolted on the outside of the transmission housing. The lock-up control solenoid valve A,/B assembly is bolted
on the outside of the torque converter housing.
LINEAR
SHIFT CONTROLSOLENOID VALVE A/BASSEMBLY
SECONDARY VALVEBODY
REGULATORVALVE BOOY
VALVE BODY
SOLENOID VALVE A/BASSEMELY
N
ATF PUMP GEARS
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Page 543 of 1395
Regulator Valve
The regulator valve maintains constant hydraulic pressure from the ATF pump to the hydraullc control system, while also
furnishing fluid to the lubricating system and torque converter. Fluid from the ATF pump flows through B and B'. Fluid
entering from B flows through the valve orifice to the A cavity. This pressure of the A cavity pushes the regulator valve to
the right side. and this movement of the regulator valve uncovers the fluid port to the torque converter and the relief
valve. The fluid flows out to the torque converter and the relief valve, and the regulator valve moves to the left side.
According to the level of the hydraulic pressure through B, the position of the regulator valve changes and the amount of
fluid from B,through the torque converter also changes. This operation is continued, maintaining the line pressure.
NOTE; When used, "|eft" or "right" indicates direction on the illustration below.
ENGINE NOT RUNNING
STATOR SHAFT ABM
Stator Reaction Hydraulic Pressurs Control
Increases in hydraulic pressure according to torque are performed by the regulator valve using stator torque reaction. The
stator shaft is splined to the stator in the torque converter, and its arm end contacts the regulator spring cap When the
vehicle is accelerating or climbing (Torque Converter Range), stator torque reaction acts on the stator shaft, and the stator
arm pushes the regulator spring cap in the direction of the arrow in proportion to the reaction. The stator reaction spring
compresses, and the regulator valve moves to increase the line pressure. Line pressure reaches its maximum when the
stator torque reaction reaches its maximum.
TOROUE CONVERTER
REGULATON VALVE
STATOR REACTION
TOR SPRING CAP
(cont'd)
ENGINE RUNNING
To TOROUE CONVERTER Lubtication
STATONSTASHAFTATOF SHAFT ARM
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Page 545 of 1395
Hydraulic Flow
General Chart of Hydraulic Pressure
ATF pump - Regulator Valve -a LinePressure 5 Modulator Pressure - Linear Solenoid
| - Clutch Pressure
L- Toroue Converter Pressure
L LUbrication Pressure
Distribution ol Hydraulic Pressure
. Regulator Valve -"- Torque Converter Pressure
L- Lubrication PressureI To regulate Line Pressure
. Manual Valve To select Line Pressure - Clutch Pressure
. Modulator Valve Modulator Pressure -- ---- Shift Control Solenoid Valves
f- Lock-up Control Solenoid valves
L Linear Solenoid
. 1-2 Shift Valve ---
. 2-3 Shift Valve -- t- Clutch Pressure
. 3-4 Shift Valve I
PORT NO,DESCRIPTION OF PRESSUREPORT NO,DESCRIPTION OF PRESSURE
1LINE15lST-HOLD CLUTCH
LIN E1ST-HOLD CLUTCH
't'LINE171ST-HOLD CLUTCH
2LINE181ST-HOLD CLUTCH
3LINE202ND CLUTCH
3' LINE20A2ND ACCUMULATOR
3"LINE303RD CLUTCH
LINE404TH CLUTCH
LINE414TH CLUTCH
LINELINEAR SOLENOID
590TOROUE CONVERTER
MODULATE91TOROUE CONVERTER
6AMODULATE (SHIFT CONTROL SOLENOIOVALVE A)92TOROUE CONVERTER
MODULATE (SHIFT CONTROL SOLENOID
VALVE B)93ATF COOLER
IVODULATE (LOCK.UP CONTROL SOLENOID
VALVE A)94TOROUE CONVERTER
MODUTATE (LOCK-UP CONTROL SOLENOID
VALVE B)95LUBRICATION
6D'MODULATE (LOCK-UP CONTROL SOLENOID
VALVE B)TOROUE CONVERTER
7LIN E97TOROUE CONVERTER
8LINE/CPC99SUCTION
ILINExDRAIN
101ST CLUTCHHIXHIGH POSITION DRAIN
{cont'd)
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Page 546 of 1395
Description
Hydraulic Flow (cont'dl
lll Position
As the engine turns, the ATF pump starts to operate. Automatic transmission fluid (ATF) is drawn from (99) and dis-charged into (1). Then, ATF flowing from the ATF pump becomes line pressure ('l). Line pressure (1) js regulated by theregulator valve. Torque converter inlet pressure {92) enters (94) of the torque conveTter through the lock-up shift valve anddischarges into (90) The torque converter check valve prevents torque converter pressure from rising. Under this condi-tion, hydraulic pressure is not applied to the clutches.
NOTE;
. When used. "|eft" o. "right" indicates direction on the hvdraulic circutt.. The hydraulic circuit shows the '97 - 98 models {7 positions}; the '99 - 00 models (6 positions) is similar.
'lF'.j.l
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Page 555 of 1395
Lock-up System
TOROUE CONVERTER
In E position ('97 - 98 models) and in E position ('99 -
OO models) (3rd and 4th), and E position ('97 - 98 mod-
els) and in E position with Over-Drive (O/D) is OFF (by
pressing the O/D switch) ('99 - 00 models) (3rd), pressur-
ized fluid is drained from the back of the torque convert-
er through a fluid passage, causing the lock-up piston to
be held against the torque converter cover, As this takes
Dlace, the mainshaft rotates at the same speed as th8
engine crankshaft. Together with the hydraulic control,
the PCM optimizes the timing of the lock-up system.
Under certain condltions. the lock-up clutch is appli€d
during deceleration, in 3rd and 4th gear.
The lock-up system controls the range of lock-up sccord-
ing to lock-up control solenoid valves A and B, and ths
linear solenoid. When lock-up control solenoid valves A
and B activate. modulator pressure changes. Lock-up
control solenoid valves A and B are mounted on the out-
side of the torque converter housing, and the linear
solenoid is mounted on the transmission housing. They
are controlled bv the PCM.
The table below shows the lock-up conditions for lock-up
control solenoid valves and linear solenoid pressure.
LINEAR SOLENOID PRESSURE
(cont'd)
LOCK.UP CONTROL' VALVE
LOCK.UP CONTROLSOLENOID VALVE
AB
MODULATORPf,ESSURE
MAINSHAFT
COUNTERSHAFT
SUB.SHAFT
Lock-up
Conditions
Lock-up Conirol
Solenoid valveLinaal
Solenoid
PrgssulsAB
Lock-up OFFOFFOFFHigh
Lock-up, HalfONDuty operation
OFF - ONLow
Lock-up, FullONONHigh
Lock-up
during
deceleration
ONDuty operation
OFF - ON
RELIEF VALVE
LOCK'UP TIMINGVALVE
COOLER RELIEF VALVE
ATF COOLERATF STRAINER
ATF PUMP
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Page 556 of 1395
Description
Lock-up System (cont'dl
Lock-up Clutch
L Ooeration (clutch on)
With the lock-up clutch on, the fluid in the chamber between the torque convener cover and the lock-uD oiston is drainedoff, and the converter fluid exerts pressure through the piston against the torque converter cover, As a result, the conven-er turbine is locked to the converter cover. This bipasses the converter, placing the vehicle in direct drive.
LOCK,UP PISTON
The power flows by way of:
Engine
+
Drive plate
Torque converter cover
I
Lock-up piston
t
Damper spring
{
Turbine
Mainshaft
IOROUECOVER
Operation (clutch off)
With the lock-up clutch off, the fluid flows in the reverse of "clutch on." As a result, the lock-up piston moves away fromthe converter cover, and the torque converter lock-up is released.
Engine
I
Drive plate
{
Torque converter cover
{
Pump
I
Turbine
{
Mainshaft
TOROUECOVER
To ATF cooler{(1\\n1INLET
t
Jtl
ort
MAIf{SHAFT
MAII{SHAFT
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Page 557 of 1395
TOROUE CONVERTER
No Lock-up
. Lock-up Control Solenoid Valve A: OFF
. Lock-up Control Solenoid Valve B: OFF
. Linear Solenoid Pressure: High
The pressurized fluid regulated by the modulator works
on both ends of the lock-up shift valve. Under this condi-
tion, the pressures working on both ends of the lock-up
shift valve are equal. and the lock-up shift valve is
moved to the right side by the tension of the valve
spring. Fluid trom the ATF pump will flow through the
left side of the lock-up clutch to the torque converter; the
lock-up clutch is OFF.
NOTE: When us€d, "|eft" and "right" indicates direction
on the hydraulic circuit.
+ LINEAR SOLENOID PRESSURE
(cont'd)
LOCK.UP CONTROLSOI-ENOID VALVE
MOOULATORPRESSURE
MAINSHAFT
COUNTERSHAFTRELIEF VALVE
LOCK-UP TIMINGVALVE
i COOLER RELIEF VALVE
ATF STRAINERATF COOLER
ATF PUMP
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Page 558 of 1395
Description
Lock-up System (cont'dl
a
a
Half Lock-up
Lock-up Control Solenoid Valve A: ON
Lock-up Control Solenoid Valve B: Duty Operation
OFF - ON
Linear Solenoid Pressure: Low
The PCM switches solenoid valve A on to release modu-
lator pressure in the left cavity of the lock-up shift valve.
Modulator pressure in the right cavity of the lock-up
shift valve overcomes the spring force, and the lock-up
shift valve is moved to the left side.
Line pressure is then separated into the two passages to
the torque converter; torque converter inner pressure
enters into right side to engage the lock-up clutch, and
torque convener back Dressure enters into left side to
disengage the lock-up clutch.
Back pressure (F2) is regulated by the lock-up control
valve, whereas the position of the lock-up timing valve
is determined by linear solenoid pressure and tension of
the valve spring. Also the position of the lock-up control
valve is determined by the back pressure of the lock-up
control valve. torque converter pressure (regulated by
the torque converter check valve), and modulator pres-
sure (determined by the lock-up control solenoid valve
B). The PCM switches lock-up control solenoid valve B
on and off rapidly (duty operation), under certajn condi-
tions, to regulate back pressur€ (F2) and lock the torque
convertef.
NOTE: When used, "left" and "right" indicates direction
on the hvdraulic circuit.
+ LINEAR SOLENOID PRESSURE
TOFOUE CONVERTER
L(rcK.UP CONTROLSOLENOID VALVE
AB
MODULATORPNESSURE
MAINSHAFT
COUNIERSHAFTRELIEF VALVE
L(rcK-UP TIMINGVALVE
COOLER RELIEF VALVE
ATF STRAINER
14-42
ATF COOLER
ATF PUMP
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