2000 HONDA CR-V valve cle

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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Regulator Valve
The regulator valve maintains constant hydraulic pressure from the ATF pump to the hydraullc control system, while also
furnishing fluid to the lubricating system and torque converter. Fluid from the ATF pump flows through B and B'. Fluid
entering from B flows through the valve orifice to the A cavity. This pressure of the A cavity pushes the regulator valve to
the right side. and this movement of the regulator valve uncovers the fluid port to the torque converter and the relief
valve. The fluid flows out to the torque converter and the relief valve, and the regulator valve moves to the left side.
According to the level of the hydraulic pressure through B, the position of the regulator valve changes and the amount of
fluid from B,through the torque converter also changes. This operation is continued, maintaining the line pressure.
NOTE; When used, "|eft" or "right" indicates direction on the illustration below.
ENGINE NOT RUNNING
STATOR SHAFT ABM
Stator Reaction Hydraulic Pressurs Control
Increases in hydraulic pressure according to torque are performed by the regulator valve using stator torque reaction. The
stator shaft is splined to the stator in the torque converter, and its arm end contacts the regulator spring cap When the
vehicle is accelerating or climbing (Torque Converter Range), stator torque reaction acts on the stator shaft, and the stator
arm pushes the regulator spring cap in the direction of the arrow in proportion to the reaction. The stator reaction spring
compresses, and the regulator valve moves to increase the line pressure. Line pressure reaches its maximum when the
stator torque reaction reaches its maximum.
TOROUE CONVERTER
REGULATON VALVE
STATOR REACTION
TOR SPRING CAP
(cont'd)
ENGINE RUNNING
To TOROUE CONVERTER Lubtication
STATONSTASHAFTATOF SHAFT ARM
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E] or E Position ('97 - 98 Models), and D Position ('99 - 00 Modelsl
1. lst Gear
Fluid flow through the torque converter circuit is the same as in E] position. Line pressure flows to the manual valve
and the modulator valve. Line pressure changes to modulator pressure (6) at the modulator valve and to line pressure
{4) at the manual valve. Modulator pressure (6) flows to the left end of the 1-2 shift valve and the 3-4 shift valve
because shift control solenoid valve A is turned oFF and B is turned oN by the PcM. The 1-2 shift valve is moved to
the right side. Line pressure {4) changes to 'lst clutch pressure (10} at the 1-2 shift valve and the orifice The 1st clutch
pressure (10) is applied to the 1st clutch and the 1st accumulator; the vehicle will move as the engine power is trans-
mitted.
NOTE:
. When used, "left" or "right" indicates direction on the hydraulic circuit.
. The hvd rau lic circuit shows th e '97 - 98 models (7 positions); the '99 - 00 models {6 positions) issimilar.
(cont'dl
14-33
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Description
Hydraulic Flow (cont'dl
2nd Gsar
As the speed of the vehicle reaches the prescribed value. shift control solenoid valve A is turned ON by the pCM.Modulator pressure (6A) in the left end of the 1-2 shift valve is released by turning shift control solenoid valve A ON.The 1-2 shift valve is moved to the left side and uncovers the port to allow line pressure (5) to the 2-3 shift vatve. Linepressure (5) changes to 2nd clutch pressure (20) at the 2-3 shift valve, The 2nd clutch pressure {20) is appli€d to the2nd clutch. and the 2nd clutch is engaged.
Fluid flows by way of:- Line Pressure (4) + CPB Valve - Line Pressure (5) * 1-2 Shift Valve - Line pressure (S) * 2-3 Shift Valve- 2nd Clutch Pressure (20) - 2nd Clutch
The hydraulic pressure also flows to the lst clutch. However, no power is transmitted because of the one-wav ctutch.
NOTE:
. When used, "|eft" or "right" indicates direction on the hydraulic circurr_' The hydraulic circuit shows the'97 - 98 models (7 positions); the '99 - 00 models (6 positions) is similar,
14-34
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3. 3rd Gear
As the speed of the vehicle reaches the prescribed value. shift control solenoid valve B is turned OFF by the PCM.
Shift control solenoid valve A remains ON. Modulator pressure (6) flows to the right end of the 1-2 shift valve and the
left end of the 2-3 shift valve. The 2-3 shift valve is moved to the right side by modulator pressure (68) The 2-3 shift
valve covers the port to stop line prsssure (5) to the 2nd clutch. and uncovers the 3-4 shift valve as the 2-3 shift valve
is moved to the right side, Line pressure (5) becomes 3rd clutch pressure (30) at the 3-4 shift valve. The 3rd clutch
pressure (30) is applied to the 3rd clutch, and the 3rd clutch is engaged.
Fluid flows by way of:- Line pressure (4) - CPB Valve - Line Pressure (5) * 1-2 Shift Vaiv€ - Line Pressure (5) * 2-3 Shift Valve
- Line Pressure (5) * 3-4 Shift Valve - 3rd Clutch Pressure (30) * 3rd Clutch
The hvdraulic Dressure also flows to the 1st clutch. However, no power is trsnsmitted because of the one-way clutch.
NOTE:
. When used, "|eft" or "right" indicates direction on ths hydraulic circuit.
. The hvdraulic circuit shows the '97 - 98 models (7 positions); the'99 - 00 models (6 positions) is similar.
(cont'd)
14-35
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Description
Hydraulic Flow (cont'd)
4th Gear llQ! or E Posirion)
As the speed of the vehicle reaches the prescribed value. shift control solenoid valve A is turned OFF by the pCM,
Shift control solenoid valve B remains OFF. Modulator pressure (6) flows to the left end of the 1-2 shift valve and theleft end of the 3-4 shift valve. Modulator pressure (64) in the left end of the 1-2 shift valve equals modulator pressure(68) in the right end of the 1-2 shift valve. The 1-2 shift valve remains at left side by the tension of the valve spring.The 3-4 shift valve is moved to the right side by modulator pressure (6A). The 3-4 shift valve covers the pon to the 3rdclutch and uncovers the port to the 4th clutch as this valve is moved to the right side, The 4th clutch pressure (41)from the 3-4 shift valve becomes 4th clutch pressure (40) at the manual valve. The 4th clutch pressure (40) is appliedto the 4th clutch, and the 4th clutch is engaged.
Fluid flows by way of:- Line pressure (4) + CPB Valve - Line Pressure (5) + l-2 Shift Valve - Line Pressure {5) * 2-3 Shift Valve- Line Pressure (5) + 3-4 Shift Valve - 4th Clutch Pressure (41) + Manual Valve - 4th Clutch Pressure (40)+ 4th Clutch
The hydraulic pressure also flows to the lst clutch. However, no power is transmitted because of the one-wav clutch.
NOTE:
. When used, "lelt" or " tight" indicates direction on the hydraulic circuit.. The hydrau lic circuit shows the '97 - 98 models (7 positions); the '99 - 0O models (6 oositions) issimilar.
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E Position
Fluid flow through the torque converter circuit is the same as in N position. Line pressure (1) changes to line pressure (3)
and flows to the 1-2 shift valve. Line pressure (3) changes to line pressure (3') at the 1-2 shift valve and flows to the servo
vaive. The servo valve is moved to the right side (Reverse range position) and uncovers the port to allow line pressure (3")
to the manual valve. Line pressure (3') from the 1-2 shift valve flows through the servo valve to the manual valve and
changes to 4th clutch pressure (40). The 4th clutch pressure (40) is applied to the 4th clutch, and the 4th clutch is engaged.
R€verse Inhibitor Control
When the @ position is selected while the vehicle is moving forward at speeds over 6 mph (10 km/h), the PCM outputs the
1st speed signal to shift control solenoid valves A and B; shift control solenoid valve A is turned OFF, shift control solenoid
valve B is turned ON. The 1-2 shift valve is moved to the right side and covers the port to stop line pressure (3') to the
servo valve. Line pressure {3') is not applied to the servo valve, and 4th clutch pressure (40} is not applied to the 4th
clutch, as a result, power is not transmitted to the reverse direction.
NOTE:
. When used, "lelt" ot " right" indicates direction on the hydraulic circuit.
. The hvdraulic circuit shows the '97 - 98 models (7 positions); the '99 - 00 models (6 positions) is similar'
(cont'd)
14-37
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TOROUE CONVEFTER
Full Lock-up
. Lock-up Control Solenoid Valve A: ON
. Lock-up Control Solenoid Valve B: ON
. Linear Solenoid Pressure: High
When the vehicle speed further increases, linear
solenoid pressure increases to high in accordance with
the linear solenoid which is controlled by the PCM.
The lock up timing valve overcomes the spring force
and moves to the left side. Also, this valve closes the
fluid port leading to the left side of the lock-up control
valve.
Under this condition, modulator pressure in the left side
of the lock-up control valve had already been released
by the lock-up control solenoid valve B; the lock-up con-
trol valve is moved to the left side. As this takes place,
torque converter back pressure is released fully, causing
the lock-up clutch to be engaged fully.
NOTE: When used. "left" and "right" indicates direction
on the hydraulic circuit.
+ LINEAR SOLENOIO PRESSURE
(cont'd)
LOCK-UP CONTROLSOLENOID VALVE
MODULATORPRESSURE
MAINSHAFT
COUNTERSHAFT
SUB-SHAFT
RELIEF VALVE
LOCK.UP TIMINGVALVE
COOLER BELIEF VALVE
ATF STRAINERATF COOLER
ATF PUMP
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