ect HONDA CR-V 1999 RD1-RD3 / 1.G Workshop Manual
[x] Cancel search | Manufacturer: HONDA, Model Year: 1999, Model line: CR-V, Model: HONDA CR-V 1999 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 523 of 1395
E Po3ition
Hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft.
The countershaft is locked by the park pawl interlocking the park gear,
E Position
Engine power transmitted from the torque converter drives the mainshaft. but hydraulic pressure is not applied to the
clutches. Power is not transmitted to the countershaft. The countershaft 4th gear is engaged with the reverse selector hub
and the countershaft by the reverse selector, when the shift lever is shifted in E position from E or E position. The
countershaft reverse gear is engaged when shifted from E position.
NOTE; The illustration shows the 4WD automatic transmission; oower flow of the 2WD automatic transmission is identi-
cal to the 4WD exceDt for oarts related to the transfer assemblv.
PARK GEAR
SELECTOR
(cont'd)
COUNTERSHAFTREVEBSE GEAR
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Page 525 of 1395
2.
L
E Position
The power flow when decelerating is as follows:
Rolling resistance trom the road surface goes through the tront wheels (and rear wheels: 4WD) to the final drive gear.
then to the sub-shaft lst gear via the 4th gear. and 1st-hold clutch which is applied during deceleration.
The one-way clutch is free because the application of torque is reversed.
The counterforce conveyed to the countershaft 4th gear turns the sub-shaft 4th gear via the mainshaft 4th gear. Since
hydraulic pressure is also applied to the 1st clutch. counterforce is also transmitted to the mainshaft. As a result,
engine braking can be obtained with'lst gear.
NOTE: The illustration shows the 4WD automatic transmission; power flow of the 2WD automatic transmission is identi-
cal to the 4WD except tor parts related to the transfer assembly.
J.
SUB.SHAFT 1ST GEAR
TOROUE CONVERTER
FINAL DRIVE GEAR
SUB.SHAFT{TH GEAR
MAINSHAFTlST GEAR
lST CLUTCH
MAINSHAFT
COUNTERSHAFT
REVERSE SELECTOR HUB
REVERSE SELECTOR
COUNTERSHAFTIITH GEAR
FINAL ORIVEN GEAR
TRANSFER SHAFT DRIVE GEAR {4WDI
TRANSFEB SHAFT {{WD){cont'd}
lST.HOLD CLUTCH
TRANSFER DRIVEN GEAR SHAFT {,lWDl
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Page 526 of 1395
Description
Power Flow lcont'd)
lst Gear (8. E or E positionl
In E, E, or D position, the optimum gear is selected from 1st, 2nd, 3rd, and 4th gears, according to conditions such as
the balance between throttle opening (engine load) and vehicle speed.
1. Hydraulic pressure is applied to the 1st clutch, which rotates together with the mainshaft, and the mainshaft 1st gear
rotates.
2. Power is transmitted to the countershaft 1st gear. which drives the countershaft via the one-way clutch.
3. Power is transm itted to the final drive gear.which drives the final driven gear and the transfer shaft drive gea r (4WD).
4. The transfer shaft drive gear drives the transfer shaft and the transfer driven gear shaft (4WD).
NOTE:
o In @, @, @, or E position. hydraulic pressure is not applied to the 1st-hold clutch.. The illustration shows the 4WD automatic transmission; power flow of the 2WD automatic transmission is identicalto the 4WD except for parts related to the transfer assembly.
CONVERTERMAIiISHAFT1ST
CLUTCH
MAINSHAFT
COUNTERSHAFT
FINAL OBIVE GEAR
ONE.WAY CLUTCH
PARK GEAR
FINAL DRIVEN GEAR
14-10
TRANSFER SHAFT DRIVE GEAR {4WD}
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Page 529 of 1395
4th Goar (E or D positionl
1. Hydraulic pressure is applied to the 4th clutch, which rotates together with the mainshaft, and the mainshaft 4th gear
rotates,
2. Power is transmitted to the countershaft 4th gear, which drives the countershaft.
3. Power is transm ifted to the f inal d rive gear, which drives the fina I driven gear and the transfer shaft drive gear (4WD).
4. The transfer shaft drive gear drives the transfer shaft and the transfer driven gear shaft {4WD).
NOTE:
. Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 4th gear exceeds that of 1st gear,
power from 1st gear is cut off at the one-way clutch,
. The illustration shows the 4WO automatic transmission; power flow of the 2WD automatic transmission is identical
to the 4WD except for parts related to the transfer assembly.
ilTH GEAR
TOROUE CONVERTER
.TH CLUTCH
COU'{TERSHAFT
REVERSE SELECTOR HUB
REVERSE SELECTOR
FINAL DRIVEN GEAR
TRANSFEB SHAFT DRIVE GEAB I'WD)
TNANSFER SHAFT I4WDI{cont'd)
14-13
TMNSFER DRIVEN GEAR SHAFT (4WDI
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Page 530 of 1395
Description
Power Flow (cont'dl
E position
1. Hydraulic pressure is switched by the manual valve to the servo valve, which movss the reverse shift fork to the
reverse position, The reverse shift fork engages with the reverse selector, the reverse selector hub, and the counter-
shaft reverse gear.
2. Hydraulic pressure is also applied to the 4th clutch. Power is transmitted from the mainshaft reverse gear via the
reverse idler gear to the countershaft reverse gear.
3. Rotational direction ofthe countershaft reverse gear ischanged viathe reverse idlergear.
4. Power is transmitted to the final drivegear,which drivesthefinal d riven gear a nd the transfer shaft drive gesr (4WD).
5. The transfer shaft drive gear drives the transfer shaft and the transfer driven gear shaft (4WD).
NOTE: The illustration shows the 4WD automatic.transmission; power flow of the 2wD automatic transmission is identical
to the 4WD except for parts related to the transfer assembly.
TOROUE CONVERTERMAINSHAFT REVERSE
COUNTERSHAFT
FINAL ORIVE
REVERSE IDLERGEAR
COUNTERSHAFTREVERSE GEAR
REVERSE SEITCTORHUBREVERSE SELECTOR
REVEBSC SHIFTFORK
FINAL OBIVEN GEAR
TRANSFER SHAFT DRIVE GEAR{4WD)
TRANSFER SHAFT {4WD)SERVO VAI-VE
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TRANSFER DRIVEN GEAR SHAFT I4WD}
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Page 531 of 1395
Electronic Control System
The electronic control svstem consists of a Powertrain Control Module (PCM), sensors, a linear solenoid, and four solenoid
valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is located
below the dashboard, under the kick panel on the passenger's side.
'97 - 98 Mod€ls
PGM.FIControl Sy3t6m
Throttl€ Poshion SensorSignalVehicle Sp.ed SensorSignal
Engino Coolant TamperetureService Check connectorSonsor Signrl
A/T Control Sy3tem
INTERLOCK
Shift Cont.ol
Shift ControlSolenoid valve ACONTROL UNITr
RShift ControlSolenoid Valve B
N
Linear SolenoidDr
Lock-up Control
Ds
Lock-up ControlSolenoid Valve A2
Lock-up ConirolSol6noid valvo B1
M.inshaft Spoed SensorSignel-D! Indicator Light
Count€rahaft Speedsensor SignelSelt-Oiagnosb signel
I
Sell-DiagnosisFunction
l-
{cont'd)
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Page 532 of 1395
Description
PCM
PGM.FIControl System
Throttle Position SensorSignelVehicle Speed SensorSignal
Engin€ Coolsnt TomperatureSen30r SignalService Ch€ck Connectol
A/T Control Svstem
INTERLOCK
Shift Control
Shift ConlrolSolenoid Valve ACONTROL UNITr
RShift ControlSolenoid Valve B
N
Linear SolenoidD
Lock-up Control
2
Lock-up ControlSolenoid valve A1
Lock-up ControlSolenoid Valve BOver-DriveSwitch Signal
Mainshaft Speed SensorSignalE Indicator Light
Countershaft SpeedSensor SigntlSelt-Oiagnosis SigndSelf-DiagnosisFunc{ion
O/D OFFIndicetor Light
Electronic Gontrol System (cont'd)
'99 - 00 Models
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Page 533 of 1395
Shift Control
The PCM determines which gear should be selected by various signals sent from sensors, and actuates the shift control
solenoid valves A and B to control shifting. Also. a Grade Logic Control System has been adopted to control shifting in E
anO E ('gZ - gg), and E ('99 - 00) position while the vehicle is ascending or descending a slope, or reducing speeo.
PositionGearShift Control Solenoid
Valve A
Shift Control Solonoid
Valve B
E, E, Or
E
'I stOFFON
2ndONON
3rdONOFF
E orE4thOFFOFF
a2ndONON
tr1stOFFON
E-ReverseONOFF
*See page 14-37 for reverse inhibitor control description.
Lock-up Control
From sensor input signals, the PCM determines whether to turn the lock-up ON or OFF, and activates lock-up control
solenoid valve A and/or B accordingly. Lock-up does not occur until the engine is warm. The combination of driving sig-
nals to lock-up control solenoid valves A and B and the linear solenoid pressure is shown in the table below.
Lock-up ConditionsLock-up Control
Solonoid Valve A
Lock-up Control
Solenoid Valve B
Linear Solenoid
Pressuro
LOCK-Up \JrrOFFOFFHigh
Lock-up, HalfONDuty operation
OFF - ON
Lock-up, FullONONHish
Lock-up
during decelerationONDuty operation
OFF - ONLow
(cont'd)
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