1999 HONDA CR-V And

2nd cesr (8, E. E, or E positionl
1. Hydraulic pressure is applied to the 2nd clutch, which rotates together with the mainshaft, and the mainshaft 2nd gear
rotales.
2. Power is transmitted to the countershaft 2nd gear, which drives the countershaft
3. power is transmitted to the final drive gear, which drivesthefinal d riven 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:
. Hvdraulic pressure is also applied to the 1st clutch, but since the rotation speed of 2nd gear exceeds that of lst gear.
power from 1st gear is cut off at the one-way clutch.
. 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.
CLUICHTOROUE
COUNTERSHAFTFINAL ORIVE GEAR
2NO GEAR
FINAL DRIVEN GEAF
TRANSFER SHAFT DBIVE GEAR {4WD}
TRANSFER SHAFT {4WDI(cont'd)
TMNSFER DRIVEN GEAR SHAFT (4WD)
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Description
Power Flow (cont'd)
3rd Gear {8. @, or @ position)
1. Hydraulic pressure is applied to the 3rd clutch. Power from the mainshaft 3rd gear is transmitted to the countershaft
3rd gear.
2. Power is transm ifted to the final d rive gear, wh ich d rives the f inal driven gear and the transfer shaft drive gear (4WD).
3, The transfer shaft drive gear drives the transter shaft and the transfer driven gear shaft (4WD).
NOTE:
. Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 3rd gear exceeds that of 1st gear,
power from lst gear is cut off at the one-way clutch.
. The illustration shows the 4WD automatic transmission; Dower flow of the 2WD automatic transmission is identical
to the 4WD except for parts related to the transfer assembly.
CONVERTEF
MAINSHAFT 3RD GEAR
COUNTERSHAFT
COUNTERSHAFT3RO GEAR
3RD CLUTCH
DRIVEN GEAR
SHAFT DRIVE GEAR (4WO)
TRANSFER SHAFT (,lwDl
TRANSFER ORIVEN GEAN SHAFT (4WD)
14-12
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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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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
14-14
TRANSFER DRIVEN GEAR SHAFT I4WD}
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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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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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Description
Electronic Control System (cont'dl
Grade Logic Control System
How it works:
The PCM compares actual driving conditions with memorized driving conditions, based on the input from the vehicle speed
sensor, the throttle position sensor, the barometric pressure sensor ('98 model). the engine coolant temperature sensor, the
brake switch signal, and the shift lever position signal, to control shifting while the vehicle is ascending or descending a
slope, or reducing speed.
SIGNALS DETECTED
Driving Rcsisl.nce
Judgemont ot Controlling Aroa
. Normal Modo {Flrt ro.d mode}. Ascending Mode. Deacending Mode. Deceleration Mode
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Ascending Control {37 Modol}
When the PCM determines that the vehicle is climbing a hill in E] and E positions, the system extends the engagement
area of 2nd g€ar and 3rd gear to prevent the transmission from frequently shifting between 2nd and 3rd gears, and
between 3rd and 4th gears, so the vehicle can run smooth and have more power when needed.
NOTE:
. Shift schedules stored in ths PCM between 2nd and 3rd gears, and between 3rd and 4th gears. enable the PCM's fuzzy
logic to automatically select the most suitable gear according to the magnitude of 8 gradient.
t Fuzzy logic is a form of artificial intslligence that lets computers respond to changing conditions much like a human
mind would.
3RD - tlTHASCENoING MODE: UFhift Sch.dulc
- . FLAT ROAD MODE
-----------. : GRADUAL ASCENDING MODE
- - - - - : STEEPASCENDING MODEo5l)
FFN1NS
7,.,.7a
: 2ND-3RD SHIFTING CHARACTERISTICSCONTROL AREA| 3RD-aTH SHIFTING CHARACTER|SnCSCONTROL AREA
62 mph
1100 km/h)Vehicle .o..d
Asconding Conirol ('98 - 00 Mod.ls)
When the PCM determines that the vohicle is climbing a hill in E] and E positions ('98 model), and in E] position ('99 -
00 models), the system extends the engagement srea of 2nd gear and 3rd gear to prevent the transmission from frequent-
ly shifting between 2nd and 3rd gears, and between 3rd and 4th gears, so the vehicle can run smooth and have more
power when needed.
NOTE: Shift schedulss stored in the PCM between 2nd and 3rd gears, and between 3rd and 4th gears, enable to selsct the
most suitable gear according to th6 magnitude of a gradi€nt.
ASCENDING MODE: Up.hift Sch.dul.
NN : 2ND-3RD SXImNG CHARACTERISTICS- GoNTRoLAREA
VVVVVZ:IRD-ITHSHIFnNGCHARACTERISTICS- cot{TRoL AREA
850
o
6:l mph11fl) km/hl
(cont'd)
2ND - 3RD
2ND + 3RD 3RD + 4TH
Vahicl. sDctd
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