1998 ACURA INTEGRA valve

In E position in 2nd, 3rd and 4th, and E position in 3rd, pressurized fluid is drained from rhe back of the torque con-
verter through a fluid 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 crankshatt. Together with hydraulic control, the TCM op-
timized the timing of the lock-up system. Under certain conditions, the lock-up clutch is applied during deceleration in
3rd and 4th gear.
The lock-up system controls the range of lock-up according to lock-up control solenoid valves A and B, and the 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.
LOCK,UP CONTROL
LOCT.UP SHIfT VALVE
AlF COOIER
tocK uP coNTno! valvE
Solenoid valve
L*r""r "o.Jtio" \B
Lock'up OFFOFFOFF
Lock-up, slightONOFF
Lock-up, halfONON
Lock-up, fullONON
LOCK-Updu.ing decelerationONDuty operationOFF - ON
IOCK UP TIMING B VATVE
(cont'd)
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Description
LOC(,UP SlllFT VATVE
Lock-up System (cont'd)
No Lock-ug
The pressurized fluid regulated by the modulator works on both ends of the lock-up shift valve and on the left side ot
the lock-up control valve. Under this condition, the pressures working on both ends of the lock-up shift valve are equal.
the shift valve is moved to the right side by the tension of the valve spring alone. The tluid from the ATF pump will llow
through the left side of the lock-up clutch to the torque converter; that is, the lock-up clutch is in OFF condition.
NOTE: When used, "left" or "right" indicates direction on the hydraulic circuit.
LOCX.UP CONTROI
LOCK.UP COITTFOT VATVE
MOOUTATOR PRESSURE
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IOCK IJP TIMING B VALVE
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IPartial Lock-up
Lock-uo Control Solenoid Valve A: ONLock-uD Control Solenoid Valve B: OFF
The TCM switches solenoid valve A ON to release modulator Dressure 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, 8nd the lock-up shift valve is
moved to the left side,
Modulator pressure is separated into the two passages:
Torque Converter Inner Pressure: enters into right side to engage lock-up clutch,
Torque Converter Back Pressure: enters into left side to disengage lock-up clutch.
Back prassure {F2) is regulated by the lock-up control valve whereas the position of the lock-up timing B valve is deter-
mined by the throttle B pressure, tension of the valve spring, and pressure regulated by the modulator. Also the position
of the lock-up control valve is determined by the back prossure of the lock-up control valve and torque converter pressure
regulated by the check valve. With lock-up control solenoid valve B kept OFF. modulator pressure is maintained in the left
end of the lock-up control valve; in other words, the lock-up control valve is moved slightly to the left side. This slight
movement of the lock-up control valve causes the back pressure to be lowered slightly, resulting in partial lock-up.
NOTE: When used, "|eft" or "right" indicates direction on the hydraulic circuit.
LOCK.UP GO TNOLSOLENOIO VAIVE A
TOCK-UP SHIFT VAIVELOCI( UP COI{TROL VAIVE
T
LOC(,UP IM TG g VALV€
MODULATOB PNESSUFE
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Description
I,OCK UP SHIFT VALVE
Lock-up System (cont'dl
Halt Lock-up
Lock-up Control Solenoid Valve A: ONLock-up Control Solenoid Valve B: ON
Modulator pressure is released by solenoid valve B. causing modulator pressure in the left cavity of the lock-up control
valve to lower.
Also modulator pressure in the left cavity of lock-up timing B valve is low. However, throttle B pressure is still low so lock-
up timing B valve is kept on the right side by spring force.
With lock-up control solenoid valve B turned ON, the lock-up control valve is moved somewhat to the left side, causing
back pressure (F2) to lower. This allows a greater amount of fluid (F1) to work on the lock-up clutch to engage the clutch.
Back pressure (F2) which still exists, prevents the clutch from engaging fully.
NOTE: When used, "|eft" or "right" indicates direction on the hydraulic circuit.
LOCK.UP COI\ITBOL
THROITIE B PRESSUREIOCX UP COIITROL VALVE
MODULATOR PNESSURE
TOCK UP TIMING B VALVE
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'Full Lock-up
Lock-up Control Solenoid Valve A: ONLock-uD Contorl Solenoid Valve B:ON
When the vehicle speed further increases, throttle B pressure is increased in accordance with the throttle opening.
The lock-up timing B valve overcomes spring force and moves to the left side. Also, this valve closes the port leading to
the torque convener check valve.
Under this condition, 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 left end has already been released by the solenoid valve B); the lock-up control
valve is moved to the left. As this happens, torque converter back pressure is fully released, causing the lock-up clutch to
be tully engaged.
NOTE: When used, "lelt" or "right" indicates direction on the hydraulic circuit.
LOC( UP CONiBOT
LOCK UP SHIFT VAIVE
MODULATOR PBESSURE
ATF COOLER
I
IOC( UP TIMING B VALVE
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Description
LOCX UP CONTFOLSOLENOIO VAI.VE A
Lock-up System (cont'd)
Deceleration Lock-up
Lock-up Control Solenoid Valve A: ON Lock-up Control Solenoid Valve B: Duty Operation (ON e) OFF)
The TCM switches solenoid valve B ON and OFF rapidly under certain conditions. The slight lock-up and half lock-up
regions are maintained so as to lock the torque converter properly.
NOTE: When used, "|eft" or "right" indicates direction on the hydraulic circuit.
tocK-uP col{TFoLSOTENOID VALV€ B
IOCK-UPCOITTROL VALVE
locK.uP trMrr{G B vAlv€
I 14-44I
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Component Locations
"/,4
'JJ-N
{7v
A0t
\ /
t
AUTOMATIC TRANSAXLE IAiTIGEAR POSITION SWITCH
VEHICLE SPEEDSENSOR {VSSt
COUNTERSHAFTSPEED SENSORMAINSHAFT SPEEDSENSORTHROTTLE POSITIOT{ {TPI
e
SHIFT CONTROLSOLENOID VALVE A/BASSEMBLY
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1445

TCM Terminal Voltage/Measuring Conditions
A l26Pl ConnectorB (22PlConnector
TCM Terminal Locations
256789'1011132351II10
11,/l/2024261214,/l/1120,/1,/
T6rminal NumberSignalDescriptionMeasuring Conditions/T€rminal Voltag€
A'INot used
A2
SHBShift control solenoid valve B
control
In 1st and 2nd gear in E anO E positions and
E position: Battery voltage
ln E position,3rd and 4th gear in E anO Epositions:0 V
SHAShift control solenoid valve A
control
In E, E positions,2nd and 3rd gear in E and
E positions: Batteryjloltage
In lst gear in !d and -qtl positons and 4th gear
in E oosition: 0V
A4Not used
A5NEEngine speed signal inputWhen engine is rotating: Pulsing signal
ATPlA,/T gear position switch
E position input
In L!-l position: 0 V
In other than I position: Battery voltage
A7ATP2Ay'T gear position switch
E position input
In 13 position:0 V
In other than E position: Battery voltage
A8ATP D3A,/T gear position switch
E position input
In E position:0V
In other than @ position: Battery voltage
A9ATP D4A,/T gear position switch
E position input
InEposition;0V
In other than El position: Battery voltage
410ATP PNA,/T gear position switch
E and E positions input
InEorEpositions:OV
In other than E or N position: Battery vottage
411ATP RA/T gear position switch
E position input
lnEposition: oV
ln other than E position: 8attery voltage
412tGlPower supply systemWith ignition switch ON (lll: Battery voltage
413LG1Ground
A14Not used
A15LCBLock-up control solenoid valve B
control
During hall and full lock-up and during deceler-
ation: Battery voltage
During no lock-up:0 V
A16LCALock-up control solenoid valve A
control
When lock-up is ON; Battery voltage
With no lock-up: 0 V
417D4 INDD4 Indicator light controlWhen ignition switch is first turned ON (ll):
Battery voltage for two seconds
In E position: Battery voltsge
A18Not used
A19Not used
420AT CHKUpshifvdownshift comparative
signal output
With ignition switch ON (ll): Pulsing signal
421Not used
422ILUInterlock controlWhen ignition switch is ON (ll), brake pedal
deoressed and accelerator oedal released:
Battery voltage
423VBUBack-up power systemAlways Battery voltage
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