1998 HONDA INTEGRA lock

Description
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14-3
The automatic transmission is a combination of a 3-element torque converter and triple-shalt electronically controlled
automatic transmission which provides 4 speeds forward and 1 speed reverse. The entire unit is positioned in line with
the engrne.
Torque Converter, Gears, and Clutches
The torque converter consists of a pump, turbine, and stator, assembled in sigle unit. The torque converter is connected to
the engine crankshaft so they turn torether as a unit as the engine turns. Around the outside of the torque convener is a
ring gear which meshes with the starter pinion when the engine is being started. The entire torque converter assembly
serves as a flywheel while transmitting power to the transmission mainshaft.
The transmission has three parallel shafts; the mainshaft. the countershaft, and the sub shaft. The mainshaft is in-line with
the engine crankshaft.
The mainshaft includes the 1st, and 2ndl4th clutches,and gear for 3rd, 2nd, 4th, reverse, and 1st. (3rd gear is integral with
the mainshaft, while reverse gear is integral with the 4th gear.)
The countershaft includes the 3rd clutch and gears for 3rd,2nd, 4th, reverse, 1st, and parking. Reverse and 4th gears can
be loched to the countershaft at its center,providing 4th gear or reverse, depending on which way the selector is moved.
The sub-shaft includes the 1st-hold clutch and gears fo 1st and 4th.
The gears on the mainshaft are in constant mesh with those on the countersahft and sub-shaft.When certain combinations
of gears in the transmission are engaged by clutches. power in transmitted from the mainshaft to the countershaft via the
sub-shaft to orovude oil, lo'1. E, E. and E.
Electronic Control
The electronic control svstem consists of the Transmission Control Module (TCM), sensors, and four solenoid valves.
Shilting and lock-up are electronically controlled for comfortable driving under all conditions.
The TCM is located below the dashboard, behind the lelt side kick panel on the driver's side.
Hydraulic Control
The valve bodies include the main valve body, the secondary valve body, the regulator valve body, the serbvo body, and
the lock-up valve body, through the respective separator plates, They are bolted to the torque converter housing,
The main valve body contains the manual valve, the 1-2 shift valve, the 2-3 shitt valve, the Clutch Pressure Control
lCPC) valve, the 4th exhaust valve, the reliel valve, and the ATF pump gears.
The secondary valve body contains the 4-3 kick-down valve, the 3-2 kick-down valve, the 2-3 orifice control valve, the
3-4 shift valve, the orilice control valve, the modulator valve, and the servo control valve.
The regulator valve body contains the pressure regulator valve, the lock-up control valve, the torque converter check
valve, and the cooler check valve.
The servo body contains the servo valve, which is integrated with shift fork shaft, the throttle valve B, and the accumula-
tors.
The lock-up valve body contains the lock-up shift valve and the lock-up timing B valve, and is bolted to the regulator valve
ooqy.
Fluid from the regulator passes through the manual valve to the various control valves.
Shift Control Mechanism
Input to the TCM from various sensors located throughout the car determines which shift control solenoid valve should
be activated. Activating a shitt control solenoid valve changes modulator pressure, causing a shift valve to move. This
pressurizes a line to one ol the clutches, engaging that clutch and its corresponding gear.
Lock-uD Mechanism
In @ position, in 2nd, 3rd and 4th, and @ position in 3rd, pressurized fluid can be drained lrom the back oI the tor-
que converter 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 crankshaft. Together with hydraulic control, the TCM
optimizes the timing of the lock-up mechanism.
The lock-up valves controlthe 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.
(cont'd)

Description
{cont'd)
Gsar Selection
The shift lever has seven positions; @ PARK, E REVERSE, N NEUTRAL. [Dt l st through 4th ranges, @ 1st through
3rd ranges, @ 2nd gear and [ 1sr gear.
Starting is possible only in @ and N positions through use of a slide-type, neutral-safety switch.
Automatic Transaxle (A/T) Gear Position Indicator
A/T gear position indicator in the instrument panel shows what gear has been selected without having look down at
the console.
PositionDescription
E PARK
E REVERSE
N NEUTRAL
[p"l DRrvE
('lst through 4th)
I p3l DRrvE
(1st through 3rd)
E sEcoND
E FIRST
F.ont wheels locked; parking brake pawl engaged with parking gear on countershaft. All clutches
released.
Reverse; reverse selector engaged with countershatt reverse gear and 4th clutch locked.
All clulches released.
General driving; sta.ts o{f in 1st, shitts automatically to 2nd, 3rd, then 4th, depending on vehicle
speed and throttle positlon. Downshifts through 3rd, 2nd and 1st on deceleration to stop.
The lock-up mechanism comes into operation in @ in Zna, 3rd and 4th gear.
For rapid acceleration at highway speeds and general driving; starts otf in 1st, shifts automatical-
ly to 2nd then 3rd, depending on vehicle speed and throttle position. Downshifts through lowe.gears on deceleration to stop. The lock-up mechanism comes into operation in 3rd gear.
Driving in 2nd geat; stays in 2nd gear. does not shift up and down.
For engine braking or better traction starting otl on loose or slippery surlece.
Driving in 1st gear; stays in 1st gear, does not shift up.
For engine braking.
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Description
Clutches
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The four-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears.
When hydraulic pressure is introduced into the clutch drum. the clutch piston is applied. This presses the friction discs
and steel plates together, locking them so they don't slip. Power is then transmitted through the engaged clutch pack
to its hub-mounted gear.
Likewise, when hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and steel plates,
and they are free to slide past each other while disengaged. This allows the gear to spin independently on its shaft, trans-
mrrrng no power.
lsr Clutch
The 1 st clutch engages/disengages 1st gear, and is located at the end of the msinshaft, just behind the right side cover.
The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.
l st-hold clurch
The '1 st-hold clutch engages/disengages 'lst-hold or E] position, and is located at the middle of the sub-shaft. The 1st-
hold clutch is supplied hydraulic pressure by its ATF feed pipe within the sub-shaft.
2nd Clutch
The 2nd clutch 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 the internal hydraulic circuit.
3rd ClutchThe 3rd clutch engages/disengages 3rd gear, and is located at the end of the counte.shaft, opposite the right side cover.
The 3rd clutch is supplied hydraulic pressure by its ATF feed pipe within the countershaft.
4th 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
oiDe within the mainshaft.
One-way Clutch
The one-way clutch is positioned between the parking gear and the countershaft 1st gear. with the parking gear splined
to the countershalt. The countershaft 1st gear provides the outer race, and the parking gear provides the inner race sur-
face. The one-way clutch locks up when power is transmitted from the msinshaft 1st gear to the countershaft I st gear.
The 1st clutch and gears remain engaged in the 1st, 2nd. 3rd, and 4th gear ranges in the Lqd, Lq9.l or La position.
However, the one-way clutch disengages when the 2nd, 3rd, or 4th clutches/gears are applied in the E, lDll o, Eposition. This is because the increased rotational speed of the gears on the countershatt over-ride the locking "speed
range" ot the one-way clutch. Thereatter, the one-way clutch free-wheels with the lst clutch still engaged.
COUiITERSHAFT lST GEAR
FREE
-".--)
LOCKS
F
LOCKS FREE
PARKING GEAR
NOTE:View from right side cover side.
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I
2NO CLUTCHSUB-SHAFT 4TH GEAR
1ST HOLO CLUTCH
SUB SHAFT 1ST GEAE
SUB,SHAFT
MAINSHAFT 1ST
CLUTCH
MAINSHAFT
COUNTERSHAFT
ONE.WAY CLUTCH
PARKING GEAR
COUNTERSHAFT 1ST GEAR
COUNTERSHAFT REVERSE GEAR
REVERSE SELECTOR
SELECTOR HUB
TOROUE4TH CLUTCH
LOCK-UPCLUTCH
DRIVE PLATE
ATF PUMP
COUNTERSHAFT 4TH GEAR
DIFFERENTIALCOUNTERSHAFT 2ND GEAR
COUNIERSHAFT 3RD GEAR
FINAL DRIVEN GEAR3RD CLUTCH
14-7
MAINSHAFT 3RD GEAR

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LNI Position
Hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft.
[] Position
Hydrsulic pressure is not applied 10 the clutches. Power is not transmitted to the countershaft.
The countershaft is locked by the parking brake pawl interlocking the parking gear.
TOROUE CONVERTEB
PARKING GEAR
REVERSE SELECTOR
REVERSE GEAR
REVERSE SEI.ECTORHUB
SERVO VALVE/SHIFT FORK SHAFT
{cont'd)
14-9

Description
Electronic Control SYstem
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{The electronic control system consists of the Transmission control Module {TcM), sensors, and four solenoid valves'
shifting and lock-up are electronically controlled tor comfortable driving under all conditions
The TCM is located below the dashboard, behind the left side kick panel on the driver's side.
Shilt Control
Lock-up ControlSolenoid Valve A
Lock up Control
Lock-up ControlSolenoid Valve I
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Lock-uD Control
From sensor input signals, the TCM determines whether to turn the lock-up ON or OFF and activates lock-up control
solenoid valve A and/or B accordingiy. The combination oI driving signals to lock up control solenoid valves A and B
is shown in the table below.
ShiIt Contlol
The TCM instantaneously determines which gear should be selected by various signals sent from sensors, and actuates
the shift control solenoid valves A and B control shifting. Also, a Grade Logic Control System has been adopted to control
shifting in @ position while the vehicle is ascending or descending a slope, or reducing speed.
w"'u"
Lock-up condition
-\B
Lock'up OFFOFFOFF
Lock-up, slightONOFF
Lock-up, halfONON
Lock up, fullONON
LOCK-Upduring decelerationONDuty operationOFF-ON
Shift control solenoid valve
t"dil"" d;------\
B
tc!t' tcll
{1st)OFFON
(2nd )ONON
(3rd)ONOFF
{4th)OFFOFF
e {2nd)ONON
tr (1st)ONOFF
tr (Reverse)ONOFF
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(cont'd)
14-19

. Ascending Control
When the TCM determines that the vehicle is climbing a hill in E position, the system extends the engagement area of
3rd gear to prevent the transmission from frequently shifting 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 stored in the TCM enable the TCM'S fuzzy logic to automatically select themost suitable gear according to the magnitude of a gradient.
Fuzzy logic is a form of artificial intelligence that lets computers respond to changing conditions much like a human
mind would,
. Descending Control
When the TCM determines that the vehicle is going down a hill in E position, the shift-up speed from 3rd to 4th gear
when the throttle is closed becomes faster than the set speed for flat road driving to widen the 3rd gear driving area.This. in combination with engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is
descending,
There are two descending modes with different 3rd gear driving areas according to the magnitude of a gradient stored in
the TCM.
When the vehicle js in 4th gear, and you are decelerating on a gradual hill, or when you are applying the brakes on a steephill, the transmission will downshift to 3rd gear. When you accelerate, the transmission will then return to 4th gear,
GRAOUAL ASCENOING MOOESHIFTING CHARACTERISTICSCONTROL
STEEP DESCENDING MODE
Vehicle Speed
. Deceleraiion Control
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. When the vehicle is decelerating from speeds above 30 mph(,18 km/h), the TCM shifts the transmission from 4th to 2nd earlierthan normal to cope with upcoming acceleration. (cont'd)
E
F
Km/h(mph)
14-21