1994 HONDA INTEGRA Workshop Manual

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Partial Lock-up
Lock-up Control Solenoid Valve A: ON Lock-up Control Solenoid Valve B: OFFThe TCM switches the solenoid valve A on to release the modulator pressure in the left cavity ol the lock-up shift vatve.The modulator pressure in the right cavity of the lock-up shift valve overcomes the spring force, thus the lockiup shifivalve is moved to the left side.
The modulator pressure is separated to the two passages:
F1: Torque Converter Inner Pressure: enters into right side-to engage lock-up clutchF2: Torque Convener Back Pressure: enters into left side-to disenqage lock-up clutchThe back pressure (F2) is regulated by the lock-up control valve whereas the position of the lock-up timing B valve isdetermined by the throttle B pressure, tension of the valve spring and pressure regulated by the modulator, Also theposition of the lock-up control valve is determinded by the back pressure of the lock-up control valve and torque conven-er pressure regulated by the check valve. With the lock-up cont.ol solenoid valve B kept oft, the modulator p.essu.e ismaintained in the left end of the lock-up control valve; in other words, the lock-up control valve is moved slightly to theleft side. This slight movement of the lock-up conlrol valve causes the back pressure to be lowered slightly. resultingin panial lock-up.
NOTE: When used. "left" or "right" indicates direction on the flowchart.
LOCK.UP COIIIROLSO!ENO|o VALVE ALOCK UP COIITROISOTENOID VALVE B
<- MODUI.AIOi PAESSUFE
7 l.ont'al
LOCK-UP IIMII{G B VATV€
otl coolEn
14-41

Description
LOCX UP CONTROL
Lock-up System (cont'dl
Halt Lock-up
Lock up Control Solenoid Valve A: ON Lock-up Control Solenoid Valve B: ONThe modulator pressure is released by the solenoid valve B, causing the modulator pressure in the lett cavity of the lock-uD control valve to lower.
Also the modulator pressure in the left cavity of the lock-up timing B valve is low. However the throttle B pressure isstill low at this time; consequently. the lock-up timing B valve is kept on the right side by the spring force.With the lock-up control solenoid valve B turned on, the lock-up cont.ol valve is moved somewhat to the Ieft side. causing the back pressure (F2) to lower. This allows a greater amount of the fluid (F'1) to work on the lock,up clutch so asto engage the clutch. The back pressure (F2) which still exists prevents the clutch from engaging tully
NOTE: When used, "left" or "right" indicates direction on the flowcnarr.
r.oct( uP corlTRolsorENoto vatvE a
<-_ MOOULATOR PRESSTJBE
LOCK UP IIMiI{G B VAI-VE
orr coorER
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Full Lock-uo
Lock-up Control Solenoid Valve A: ON Lock-up Control Solenoid Valve B: ON
When the vehicle speed fufther increases, the throttle B pressure is increased in accordance with the throttle opening.
The lock-up timing B valve overcomes the spring force and moves to the left side. Also, this valve closes the oil port
leading to the torque converter check valve.
Under this condition, the throttle B pressure working on the right end of the lock-up control valve becomes greater than
that on the left end (modulator pressure in the lelt end has already been released by the solenoid valve B); i.e., the lock-up
control valve is moved to the left. As this happens, the torque convener back pressure is released fully, causing the
lock-up clutch to be engaged fully.
NOTE: When used, "left" or "right" indicates direction on the tlowchart.
LOC( UP COi{TAO!toc( uP coNtnolSOIENOID VAIVE B
THRO]TIE A PFESSURE
PNESSUFE
FEGUTATOF VAIVE
LOCK-UP TIMIIIG B VALVE
(cont'd)
orl cootER
14-43

Description
Lock-up System (cont'dl
Dacslsration Lock-uD
Lock-up control solenoid valve A: oN Lock-up control solenoid valve B: Duty operation {oN - oFFlThe TCM switches solenoid valve B on and off rapidly under certain conditions. The slight lock-up and half lock-up regionsare maintained so as to lock the torque converter properly.
NOTE; When used, "left" or "right" indjcates direction on the flowcnarr.
LOCK-I.P COt{lFOtloc(,uP cot{TRoLSOIENOID VATVE B
LOCI(,UP TtMt G B VAIVE
14-44i

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
14-45

Circuit Diagram
tGNtTtoN c0 -
V
I
I
IBLU
UNDER HOOD FUSE/RELAY 80X
AN GEAR POSITIONINDICATOR
BLK
T
G201
No.411100A) No.32 (7.5A)
423 424 A20 D2
TRANSMISSION CONTROL MOOUI.E {TCM)
Ar0 A8 A19 A18 A21 A17 A15 A13 Alt
I A' V A-" t2
| *---i. t,,,:----<) l1
8LK
{
G201
14-46
A/'I GEAR POSIIIONswtrcH

A/CCOMPRESSORCLUTCHREI.AY
. VEHICI.E SPEEDSENSOR. SPEEOOMETER
SERVICE CHECKCONNECTOR
D9 013 011 Dl6 D3 D6 D7
TMNSMISSION CONTROL MODULE {TCM}
Dls 019
/8tK'HBOTfLE ENE'NEPostto^l coolAlvrSENSOR TEMPERA.TURESENSOR
Dl2
D5 A25 A26
A5 A3I
I.OCK'UP CONTROLSOLENOID VATVESHIFTCONTROLSOLENOIO VALVE
COUNTERSHAFTSPEEO SENSORMAINSHAFISPEED SENSOR
A3A5A9A1:421
A6A8A1(,/1,/1,/A1t
TCM T6rmin6l Locations
14-47

Troubleshooting Procedures
when the TcM senses an abnormality in the input or output systems. the E]indicator light in the gaugo assembly willblink.
when the service check Connector {located under the dash on the passenger side} is connected with the specaat toolas shown, the E] indicator light will blink the Diagnostic Trouble iode {DTCI when the ignition switch is turned on.
When the lDil indicator light has been reported on, connect the service check connector with the special tool.Then turn on the ignition switch and observe the @ indicator light.
GAUGE ASSEMSLY
)'t
DAI'A LI]TKcor{r{EcToR (3P)NOTE:Do not atlachjumpe. wire.
Sc. DTCI
So. DTC2
S.. DTC14
scs sHoRT CO[{]{ECTORoTPAZ-OOl0too
codes 1 through I are indicated by individual short blinks, codes 1o through 1 5 are indicated by a series of tong andshon blinks. one long blink equals l0 short blinks. Add the long and short blinks together to dete;mins the cod€. Aft6rdetermining the code, refer to the erectricar system symptom-to-component chart on pages 14-5o and 51.
ahon
f"l
some PGM-FI problems will also make the @ indicator light come on. After repairing the pGM-Fr system, disconnectthe BACK UP tuse (7.5 Al in the under-hood fuse/relay box tor more than 1o seconds to reset the TcM memorv.
NOTE:
a PGM-FI svstem
The PGM-FI system on this model is a sequential multipon fuel iniection svstem.' Disconnecting the BACK UP tuse also cancels the radio anti-theft code, preset stations and the clock setting. G6tthe customer's code numbe. and make note of the radio presets befote temoving the fuse so you can reset them.
14-48