1994 HONDA INTEGRA engine

. Ascending Contlol
When the TCM determines that the vehicle is climbing a hill in @ position, the system extends the engagement area
of 3rd gear to prevent the transmission Irom frequenrly shitting between 3rd and 4th gears, so the vehicle can run smooth
and have more power when needed.
NOTE: Shift schedules between 3rd and 4th gear are stored in the TCM to enable the transmission to automatically
select the most suitable gear according to the magnitude of a gradient by Fuzzy logic.
. Descending Control
When the TCM determines that the vehicle is going down a hill in @ position. the shift-up speed from 3rd to 4th gear
when the throttle is closed becomes taster than the set speed for tlat road driving to widen the 3rd gear driving area.
This, in combination with engine brake from the deceleration lock-up, achieves smooth driving when the vehicle is
descending.
There are two ascending modes with different 3rd gear driving areas according to the magnitude of a gradient stored in
the TCM.
When the vehicle is in 4th gear, and you are decelerating on a gradual hill, or when you are applying the brakes on a
steep hill, the transmission will downshitt to 3rd gear. When you accelerate the transmission will then return to 4th gear.
F
0
. Deceleration Control
Vohicle SDood
When the vehicle goes around a corner, and needs to decelerate first and then accelerate, the TCM sets the data for
deceleration control to reduce the number of times the transmission shifts to obtain smooth driving. When the vehicle
is decelerating from speeds above 27 mph (43 km/h). the TCM shifts the transmission from 4th to 3rd earlier than normal
to cope with upcoming acceleration to maintain smooth driving.
NOTE:
Fuzzy Logic: Fuzzy logic is a from at artificial intelligence that lets computers respond to changing conditions much like
a human mind would.
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Hydraulic Control
The valve bodies include the main valve body, secondary valve body, regulator valve body, servo body and lock-up valve
body.
The oil pump is driven by splines behind the torque converter which is attached to the engine. Oil flows th.ough the
regulator valve to maintain specified pressure through the main valve body to the manual valve, directing pressure to
each of the clutches,
SHIFT CONTROL SOLEIIOIDVALVE ASSEMBLY
RTGHT SIDE COVER
LOCK.UP VALVE BODY
VALVE BODY
REGULATOR VBODY
SOLENOID VALVEASSEMBLY
4<.__i: )o.-
OIL PUMP GEARS
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Rcgulator Valve
The r€gulator valve maintains a constant hydraulic pressure from the oil pump to the hydraulic control system, whil€
alEo furnishing oil to the lubricating system and torque convener.
Oil flows through B and B'. The oil which enters through B flows thfough the valve orifice to A, pushing the regulator
valve to the right. Acco.ding to the level of hydraulic pressure through B, the position of the valve changes, and the
amount of the oil thlough D from B'thus changes. This operation is continued. thus maintaining the line pressure.
IEI{GINE ]IIOT RUNNINGI{ENGINE RUNNING)
Siator Reaction Hydtaulic Pressure Control
Hydraulic pressure increase, according to torque, is performed by the regulator vslve using stator torque reaction. Thestator shaft is splined to the stator and its a.m end contacts the fegulator spring cap. When the car is accelerating orclimbing (Torque Convener Range). stator torque reaction acts on the stator shalt and the stator shaft arm pushes thersgulator spring cap in this - direction in proportion to the reaction. The spring compresses and the regulator valve movesto increase the regulated control pressure or line pressure. Line pressure is maximum when the stator reaction is maximum.
TOR VALVE
(cont'd)
From OIL PUMP
STATOR SHAFTSTATOR SHAFT ARM
14-25

E Position
As the engine turns, the oil pump also starts to operate. Automatic transmission fluid (ATF) is drawn from (99) and dis-
charged into (1 ). Then, ATF pressure is controlled by the regulator valve and becomes line pressure ( 1 ). The torque con-
verter inlet pressure (92) enters (94) of torque converter through the orifice and discharges into {90}.
The torque converter check valve prevents the torque converter pressure from rising'
Under this condition, the hydraulic pressure is not applied to the clutches.
NOTE:. When used, "left" or "right" indicates direction on the llowchart
. SOL-@: Shift Control Solenoid Valve A
' SOL{D:Shift Control Solenoid Valve B
. SOL@: Lock-up Control Solenoid Valve A
. SOL-@: Lock-up Control Solenoid Valve B
(cont'd)
14-29

Description
Hydraulic Flow (cont'dl
@ or @ Position
1. lst Spe€d
The flow of fluid throuth the torque convener circuit is the same as in S Oosition.The line pressure ( 1 ) becomes line pressure (4) and it becomes the 1 st clutch pressure (1O). The I st ctutch pressure
is applied to the lst clutch and l st accumulator; consequently, the vehicle will move as the engine power is transmitted.The line pressure (1) becomes the modulator pressure (6) by the modulator valve and travels to 1-2 and 3-4 shift valves.
The 1-2 shift valve is moved to the right side because the shilt control solenoid valve A is turned off and B is turned
on by the TCM. This valve stops 2nd clutch pressure and power is not transmitted to the 2nd clutcn.Line pressu.e {4) also tlows to the seryo valve and line pressure (1 } also flows to throttle valve B.
NOTE:. When used, "left" or "right" indicates direction on the flowchart.. SOL-@: Shitt Control Solenoid Valve A. SOL-@:Shift Control Solenoid Valve B. SOL-O: Lock-up Control Solenoid Valve A. SOL-@: Lock-up Control Solenoid Valve B
14-32
I

Description
Lock-up System
Lock-up Clutch
1. Operation (clutch on)
With the lock-up clutch on, the oil in the chamber between the torque convener cover and lock-up piston is discharged,and the converter oil exerts pressure through the piston against the converter cover. As a result, the converter turbineis locked on the converter cover firmly. The etfect is to bypass the converter, thereby placing the car in direct drive.
tpowefJlo-wl
The power tlows by way of:
Engine
I
Drive plate
I
Torque convener cover
I
Lock-up piston
I
Damper spring
I
Turbine
t
Mainshaft
TOROUE CONVERTERCOVER
LOCK-UP
TURBINE
To oil cooler
2. Operation (clutch off)
With the lock-up clutch off, the oil tlows in the reverse of CLUTCH ON. As a result, the lock-up piston is moved away
from the converter cover; that is, the torque converter lock-up is released.
Fowtttowl
Engine
I
Drive plate
I
Torque converter cover
Pump
I
Turbine
I
Mainshaft
OUTLET
t
,\
TURBINE
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In E position in 2nd, 3rd and 4th, and @ position in 3rd, pressurized fluid is drained from the back of the torque con-
verter through an oil passage, causing the lock-up piston to be held against the torque converter cover. As this takes
place, the mainshaft rotates at the same speed as the engine crankshaft. Together with hydraulic control, the TCM op-
timized the timing ot the lock-up system. Under certain conditions, the lock-up clutch is applied during deceleration, in
3rd and 4th sDeed.
The lock-up system controls the range of lock-up according to lock-up control solenoid valves A and B, and throttle valve B.
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 torque converter housing, and are controlled by the TCM.
NOTE:
When used, "left" or " tight" indicates direction on the tlowchart.
LOCK IJP COIITBOL
Solenoid valve
L""f."p "."aiti""\B
Lock-up OFFOFFOFF
Lock-up, slightONOFF
Lock-up, halfONON
Lock-up. fullONON
Lock-up
during decelerationONDuty operation
OFF -ON
LOCI( UP TIMII{G B VAIVE
{cont'd)
ott coot€R
14-39

Component Location
)/
,/s\
{7v
A0t
AUTOMATIC TRANSAXLE IA/TIGEAR POSITION SWITCH
VEHICLE SPEEDSENSOR {VSSI
COUNTERSHAFTSPEED SEf{SORMAINSHAFT SPEEDSENSORTHROTTLE POSITION (TP}SENSOR
at
,
)''ENGINE COOLANT TEMPERATURE (ECTISENSOR
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