2006 ACURA CSX lock

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Clutches and Gears
14-30Automatic Transmission
System Description (cont’d)
REVERSE
IDLER GEAR
5TH CLUTCH
3RD
CLUTCH MAINSHAFT
5TH GEAR
COUNTERSHAFT
REVERSE GEAR
REVERSE SELECTOR
HUB
REVERSE
SELECTORCOUNTERSHAFT
4TH GEAR COUNTERSHAFT
2ND GEAR
2ND CLUTCH
SECONDARY SHAFT
1ST GEAR
SECONDARY SHAFT
IDLER GEAR
FINAL DRIVEN GEARTORQUE CONVERTER
FINAL
DRIVE GEAR
1ST
CLUTCH
PARK GEAR
SECONDARY
SHAFT
2ND GEAR
DIFFERENTIAL ASSEMBLY RING GEAR
MAINSHAFT
REVERSE GEAR
IDLER SHAFT
IDLER GEAR SECONDARY SHAFT
3RD GEARCOUNTERSHAFT 3RD GEAR
COUNTERSHAFT
1ST GEAR
MAINSHAFT
IDLER GEAR
MAINSHAFT
4TH GEAR
4TH CLUTCH
COUNTERSHAFT
5TH GEAR
The five-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 moves. This presses the friction
discs and the steel plates together, locking them so they do not slip. Power is then transmitted through the engaged
clutch pack to its hub-mounted gear. Likewise, when the hydraulic pressure is bled from the clutch pack, the piston
releases the friction discs and the steel plates, and they are free to slide past each other. This allows the gear to spin
independently on its shaft, transmitting no power.
08/08/21 14:38:17 61SNR030_140_0032
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Power Flow
P Position
N Position
14-32Automatic Transmission
System Description (cont’d)
TORQUE
CONVERTER
COUNTERSHAFT
MAINSHAFT
MAINSHAFT
IDLER GEAR
SECONDARY SHAFT
IDLER GEAR
IDLER SHAFT
IDLER GEAR IDLER SHAFT
SECONDARY SHAFT
COUNTERSHAFT
4TH GEAR
COUNTERSHAFT
REVERSE GEAR PARK GEAR
REVERSE
SELECTOR HUB
REVERSE
SELECTOR
Hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft. The countershaft is
locked by the park pawl interlocking the park gear.
Engine power transmitted from the torque converter drives the mainshaft idler gear, the idler shaft idler gear, and the
secondary shaft idler gear, but hydraulic pressure is not applied to the clutches. Power is not transmitted to the
countershaft.
In this position, the position of the reverse selector differs according to whether the shift lever shifted from D or R: When shifted from D, the reverse selector engages with the c ountershaft 4th gear and the reverse selector hub, and
4th gear engages with the countershaft.
 When shifted from R, the reverse selector engages with the countershaft r everse gear and the reverse selectorhub,
and reverse gear engages with the countershaft.
08/08/21 14:38:17 61SNR030_140_0034
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Electronic Control System
Functional Diagram
14-39
*1: ’06-07 models
*2: ’08-09 models Engine RPM Signal
Accelerator Pedal
Position Sensor Signal
Barometric Pressure
Sensor Signal
Manifold Absolute
Pressure Sensor Signal
ATF Temperature
Sensor Signal
Service Check SignalTransmission
Range
Switch
Signal
Brake Pedal Position
Switch Signal PGM-FI Control
System
PCM
A/T Control System Shift Control
 Ascending Control
 Descending
Control
 D-paddle Shift
Control

Clutch Pressure
Control
Lock-up Control
Shift Lock Control Shift Lock Solenoid
Vehicle Speed Signal
Data Link Connector Shift Solenoid Valve E
Shift Solenoid Valve D Shift Solenoid Valve C Shift Solenoid Valve B
Shift Solenoid Valve A
F-CAN Line
Automatic
Five-speed and
ReverseLock-up
ON/OFF
Lock-up
Conditions
Sequential
Sportshift
Control Gauge Control Module
(Tach) A/T Gear
Position Indicator
Engine Coolant
Temperature Sensor Signal
2ndClutchTransmission
Fluid Pressure Switch Signal ABS Modulator-Control
Unit Signal (via F-CAN line)*
Output Shaft (Countershaft)
Speed Sensor Signal
Paddle Shifter /
(Upshift/Downshift Switch) 3rdClutchTransmission
Fluid Pressure Switch Signal
1
VSA Modulator-Control
Unit Signal (via F-CAN line)*2
Input Shaft (Mainshaft)
Speed Sensor Signal
Grade Logic Control
Self-diagnosis/
Fail-safe Function
Communication and
Output Function
A/TClutchPressure
Control Solenoid Valve C A/TClutchPressure
Control Solenoid Valve B A/TClutchPressure
Control Solenoid Valve A
The electronic control system consists of the powertrain control module (PCM), sensors, and solenoid valves.
Shifting and lock-up are electronically controlled for comfortable driving under all conditions.
The PCM receives input signals from sensors, switches, and other control units, processes data, and outputs signals
for the engine control system and the A/T control system. The A/T control system includes shift control, grade logic
control, clutch pressure control, and lock-up control.
The PCM switches the shift solenoid valves and the A/T clutch pressure control solenoid valves ON and OFF to control
gear selection and torque converter clutch lock-up.
(cont’d)
08/08/21 14:38:21 61SNR030_140_0041
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Electronic Control System (cont’d)
Grade Logic Control: Ascending Control
Grade Logic Control: Descending Control
14-42Automatic Transmission
System Description (cont’d)
100 %
50
0 Vehicle speed
ASCENDING MODE: Upshift Schedule
: FLAT ROAD MODE: GRADUAL ASCENDING MODE
: MEDIUM ASCENDING MODE
: STEEP ASCENDING MODE
: HEAVY STEEP ASCENDING MODE
Throttle opening
50
0 DESCENDING MODE: Downshift Schedule
: FLAT ROAD MODE
: GRADUAL DESCENDING MODE : MEDIUM DESCENDING MODE
: STEEP DESCENDING MODE
Vehicle speed
100 %
Throttle opening
3RD 4TH
4TH
2ND
1ST
5TH
2ND 3RD
3RD 4TH
2ND
1ST
5TH
2ND 3RD 4TH
When the PCM determines that the vehicle is climbing a hill in D, and S with automatic shift mode, the system extends
the engagement area of 2nd, 3rd, and 4th gears to prevent the transmission from frequently shifting between 2nd and
3rd gears, between 3rd and 4th gears, and between 4th and 5th gears. Then PCM does this so the vehicle can run
smoothly and have more power when needed.
NOTE: Shift commands stored in the PCM between 2nd and 3rd gears, between 3rd and 4th gears, and between 4th
and 5th gears, enable it to automatically select the most suitable gear according to the magnitude of a gradient.
When the PCM determines that the vehicle is going down a hill in D, and S with automatic shift mode, the upshift
speed from 4th to 5th gear, from the 3rd to 4th gear, and from 2nd to 3rd gear (when the throttle is closed) becomes
higher than the set speed for flat road driving to extend 4th gear, 3rd gear, and 2nd gear driving area. This, in
combination with engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is
descending. There are three descending modes with different 4th gear driving areas, 3rd gear driving areas, and 2nd
gear driving areas according to the magnitude of a gradient stored in the PCM. When the vehicle is in 5th gear or 4th
gear, and you are decelerating when you are applying the brakes on a steep hill, the transmission will downshift to
lower gear. When you accelerate, the transmission will then return to a higher gear.
08/08/21 14:38:22 61SNR030_140_0044
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Electronic Control System (cont’d)
Lock-up Control
14-46Automatic Transmission
System Description (cont’d)
PCM
Engine RPM Signal Engine Coolant
Temperature
Sensor Signal Barometric
Pressure
Sensor
Signal
Input Shaft
(Mainshaft)
Speed Sensor Signal Output Shaft
(Countershaft)
Speed Sensor Signal
ATF Temperature
Sensor Signal Actual
Driving
Shift
Position
Transmission Range
Switch Signal
Correction
of ATF
Temperature
Sensor DataShifting Position
Control
Current Feedback
Accelerator Pedal
Position Sensor Signal
Throttle Position
Sensor Signal
Driving
Shift
Position
Information
 Engine Coolant
Temperature Control
Lock-up Control
Lock-up ON/OFF
Control
A/T Clutch Pressure
Control Solenoid
Valve A
Gradient Control
by Magnitude
Fail-safe Control
Lock-up Condition
Control
Master Target of
Controlling Current Shift Solenoid
Valve E
Shift solenoid valve E controls the hydraulic pressure to switch the lock-up shift valve and lock-up ON and OFF. When
the PCM actuates shift solenoid valve E and A/T clutch pressure control solenoid valve A to start lock-up. A/T clutch
pressure control solenoid valve A regulates and applies hydraulic pressure to the lock-up control valve to control the
amount of lock-up. The lock-up mechanism operates in D and S (2nd, 3rd, 4th, and 5th gears).
08/08/21 14:38:24 61SNR030_140_0048
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Electronic Control System (cont’d)
PCM A/T Control System Electrical Connections
14-48 Automatic Transmission
System Description (cont’d)
41
23
41 24
23 4
40
29
26 2
27
20 21
10
89
35 19
16 17 18
36 39 40 44434230
29 32 16 1817
13 14 15
1211 789
654321
31
36 37 4044
42
27 28 29
33 3424 25
20 21 14 15
654
31 23
31
13
9
87
11 12 1514 13 17 18
16
22
21
20 25
32 35 34
33
3028
27
42 43 44
36 22
39
10
26
SHE
B24
RIGHT SUPP
B16
B40
SDNP
LEFT
F-CAN Transceiver
CANL
A37
CANH
A36
Terminal side of female terminals
A (44P) B (44P) C (44P) C44 C40 B1 B36
B15
ATPS
S
Dash-light Brightness Control Circuit
SG1C14
NC C43
VCC1 C13
B33
SG2 B17
NM B18
VCC2
TATF B27 B11
SHB SHA B10
B20
SHC
B26
SHD LSC
B25 B35
LSB
PG1
B28
ATPFWD
N BAT
D
PG2
ATPP
B13
DATA LINK CONNECTOR
R
CPU
LG1
ATPR
B14 SCS
IGNITION SWITCH
LG2
GAUGE CONTROL MODULE (TACH)
B9OP3SW OP2SW
B8 ATPRVS
B22 ATPD
B12
P
S
R
P
ND B21ATPN
BKSW
A40
BRAKE LIGHTS A31 A27SLS PCM
C36 IG1 B44
LSA
BATTERY
IG1
BRAKE PEDAL
POSITION SWITCH SHIFT LOCK
SOLENOID
TRANSMISSION
RANGE SWITCH A/T CLUTCH PRESSURE
CONTROL SOLENOID VALVE A
A/T CLUTCH PRESSURE
CONTROL SOLENOID VALVE B
A/T CLUTCH PRESSURE
CONTROL SOLENOID VALVE C
SHIFT SOLENOID
VALVE A
SHIFT SOLENOID
VALVE B
SHIFT SOLENOID
VALVE C
SHIFT SOLENOID
VALVE D
ATF
TEMPERATURE
SENSOR
OUTPUT SHAFT
(COUNTERSHAFT)
SPEED
SENSOR
INPUT SHAFT
(MAINSHAFT)
SPEED
SENSOR
2ND CLUTCH TRANSMISSION
FLUID PRESSURE SWITCH
3RD CLUTCH TRANSMISSION
FLUID PRESSURE SWITCH
A/T Gear Position Indicator
Driver Circuit
SHIFT
INDICATOR SHIFT SOLENOID
VALVE E
PADDLE SHIFTER (UPSHIFT SWITCH)
PADDLE SHIFTER (DOWNSHIFT SWITCH)
PCM Connector Terminal Locations
08/08/21 14:38:25 61SNR030_140_0050
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PCM A/T Control System Inputs and Outputs
PCM CONNECTOR A (44P) Wire Color Terminal Name Description Signal
PCM CONNECTOR B (44P) Wire Color Terminal Name Description SignalTerminalNumber
Terminal Number
14-49
A (44P) B (44P) C (44P)
PCM Connector Terminal Locations
A27 PNK SLS (SHIFT LOCK
SOLENOID) Drives shift lock solenoid With ignition switch ON (II), in P, brake pedal
pressed, and accelerator released: about battery
voltage
A31 BRN SCS (SERVICE CHECK SIGNAL) Detects service check signal With service check signal shorted using HDS: about
0V
With service check signal opened: about 5.0 V
A36 WHT CANH (CAN COMMUNICATION SIGNAL
HIGH) Sends and receives
communication signal
With ignition switch ON (II): about 2.5 V (pulses)
A37 RED CANL (CAN COMMUNICATION SIGNAL
LOW) Sends and receives
communication signal
With ignition switch ON (II): about 2.5 V (pulses)
A40 LT GRN BKSW (BRAKE PEDAL POSITION SWITCH) Detects brake pedal
position switch signalWith brake pedal pressed: about battery voltage
With Brake pedal released: about 0 V
NOTE: Standard battery voltage is about 12 V.


B1 BLK/RED
BLKPG2 (POWER GROUND) Ground circuit for PCM
circuitLess than 1.0 V at all times
B8 BLU/RED OP2SW (2ND CLUTCH TRANSMISSION FLUID
PRESSURE SWITCH) Detects 2nd clutch
transmission fluid pressure
switch signalWith ignition switch ON (II):
Without 2nd clutch pressure: about 5.0 V
With 2nd clutch pressure: about 0 V
NOTE: Standard battery voltage is about 12 V.
*1: ’06 model
*2: ’07-09 models
(cont’d)
*1
*2
Terminal side of female terminals
08/08/21 14:38:26 61SNR030_140_0051
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Hydraulic Controls (cont’d)
Main Valve Body
Regulator Valve Body
14-54Automatic Transmission
System Description (cont’d)
MAIN VALVE BODY
SHIFT VALVE C
COOLER CHECK VALVE
LOCK-UP CONTROL VALVE
SHIFT VALVE E
SERVO CONTROL VALVE RELIEF VALVE
MANUAL VALVE
SHIFT VALVE B
SHIFT VALVE A
ATF PUMP DRIVEN GEAR
ATF PUMP DRIVE GEAR
TORQUE CONVERTER
CHECK VALVE LOCK-UP SHIFT VALVEREGULATOR VALVE BODY
3RD ACCUMULATOR
1ST ACCUMULATOR
REGULATOR VALVE
The main valve body contains the manual valve, shift valves A, B, C, and E, the relief valve, the lock-up control valve,
the cooler check valve, the servo control valve, the ATF pump drive gear, and the ATF pump driven gear. The primary
function of the main valve body is to switch fluid pressure on and off and to control hydraulic pressure going to the
hydraulic control system.
The regulator valve body contains the regulator valve, the torque converter check valve, the lock-up shift valve, and
the 1st and 3rd accumulators.
08/08/21 14:38:28 61SNR030_140_0056
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