2006 ACURA CSX engine

Gear SelectionPosition Description
Automatic Transmission Gear Position Indicator
Shift Indicator and M Indicator
14-29
The shift lever has five positions; P: PARK, R: REVERSE, N: NEUTRAL, D: DRIVE 1st thr ough 5th gear ranges with
D-position automatic shift mode and D-paddle shift mode, S: DRIVE 1st through 5th gear ranges with S-position
automatic shift mode and sequential sportshift mode.
P: PARK Front wheels locked; the park pawl engaged with the park gear on the countershaft. All clutches are released.
R: REVERSE Reverse; the reverse selector engaged with the c ountershaft reverse gear
and the 5th clutch engaged.
N: NEUTRAL All clutches are released.
D: DRIVE
(1st through 5th) General driving; starts off in 1st, shifts automatically to 2nd, 3rd, 4th, then
5th gear, depending on the vehicle speed and throttle position. Downshifts
through 4th, 3rd, 2nd, and 1st on deceleration to stop. The lock-up
mechanism operates in 2nd, 3rd, 4th, and 5th gears.
S: DRIVE
(1st through 5th) S-position
automatic shift
modeFor rapid acceleration at highway speeds and general driving; starts off in
1st, shifts automatically to 2nd, 3rd, 4th, then 5th gear, depending on
vehicle speed and throttle position. Downshifts through 4th, 3rd, 2nd, and
1st gear on deceleration to stop. The lock-up mechanism operates in 2nd,
3rd, 4th, and 5th gears.
Sequential
sportshift mode Manual gear shift driving; vehicle can starts off in 1st and 2nd gears, and
does not upshift automatically.
NOTE: D-paddle shift mode has been added for ’08-09 models.
Starting the engine is possible only in P and N because of a slide-type neutral-safety switch.
The A/T gear position indicator in the gauge control module (tach) shows which shift l ever position has been selected
without having to look down at the console.
When the transmission is switched into the sequential sportshift mode, the shift indicator in the gauge control module
(tach) displays the gear selected, and the M indicator next to the shift indicator comes on. The shift indicator also
displays the gear selected in the D-paddle shift mode, but the M indicator does not come on.
NOTE: D-paddle shift mode has been added for ’08-09 models.
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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.
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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)
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Shift Control - Grade Logic Control
14-41
Transmission Range
Switch Signal PCM
Brake Pedal Position
Switch Signal Engine RPM
Control
Engine RPM Signal
Output Shaft
(Countershaft)
Speed Sensor Signal Input Shaft
(Mainshaft)
Speed Sensor Signal
Engine Coolant
Temperature
Sensor Signal Shift Position
Control
Fail-safe Control
Actual Driving
Shift PositionRead of ATF
Temperature
Master Target of
Shifting Position
Correction of Data
Selection of
Shifting Mode
Grade Logic Control
Calculation of
Gradient
Correction of Engine
Coolant Temperature
Sensor Signal Data Shift Solenoid
Valve A
ATF Temperature
Sensor Signal Comparison
with Signals
Accelerator Pedal
Position Sensor Signal
Throttle Position
Sensor Signal
Barometric Pressure
Sensor Signal Shift Solenoid
Valve B
Shift Solenoid
Valve C
Shift Solenoid
Valve D
Shift Solenoid
Valve E
A grade logic control system has been adopted to control shifting in D, and in S with automatic shift mode. The PCM
compares actual driving conditions with programmed driving conditions, based on the input from the accelerator
pedal position sensor, the throttle position sensor, the engine coolant temperature sensor, the barometric pressure
sensor, the brake pedal position switch signal, the output shaft (countershaft) speed sensor signal, and the shift l ever
position signal, to control shifting while the vehicle is ascending or descending a slope.
(cont’d)
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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)
S Position Automatic Shift Mode and Sequential Sportshift Mode
14-44 Automatic Transmission
System Description (cont’d)
SHIFT INDICATOR
’’M’’ INDICATOR
The S position has two shifting modes; the automatic shift mode and the sequential sportshift mode. In the S position
automatic shift mode, the transmission upshifts and downshifts automatically from 1st through 4th gear, and the
paddle shifters are ready to be activated to switch to the sequential sportshift mode. In the automatic shift mode, the
shift indicator and the M indicator in the gauge control module (tach) do not come on.
When the paddle shifter (upshift switch) or the paddle shifter (downshift switch) is pressed, the automatic shift
mode is canceled and the sequential sportshift mode comes into operation. The shift indicator displays the number of
the selected gear, and the M indicator comes on. In the sequential sportshift mode, the driver can shift up and down
manually from 1st through 5th gear by using the paddle shifters, much like a manual transmission. The paddle shifters
are installed on the back of the steering wheel, and the driver can shift gears by pressing the paddle shifters without
taking either hand off the steering wheel.
In the sequential sportshift mode, the transmission must be shifted up and down by pressing the paddle shifters.
However, the transmission cannot downshift and stays in the current gear if the paddle shifter is pressed while the
vehicle is coasting at a speed that would cause the engine to over-rev by downshifting the transmission, and the shift
indicator blinks the number of the selected gear several times, then returns to the number of the current gear. If the
vehicle speed reaches an appropriate speed while the shift indicator is blinking the number of the selected gear, the
transmission downshifts and the shift indicator displays the selected gear. The transmission also cannot upshift and
stays in the current gear if the paddle shifter is pressed while driving below an appropriate upshifting speed, the
shift indicator blinks the number of the selected gear several times, then returns to the number of the current gear. If
the vehicle speed reaches an appropriate upshift speed while the shift indicator is blinking the number of the selected
gear, the transmission upshifts and the shift indicator displays the selected gear.
This mode has automatic downshifting areas so the vehicle can run smoothly with more power to cope with upcoming
acceleration. When coasting in 5th gear or 4th gear, the transmission downshifts to the next lower gear if the vehicle
slows down to the programmed speed, or by pressing the brake pedal.
When the transmission decelerates to a stop, the transmission shifts to 1st gear automatically. The transmission can
be shifted to 2nd gear by pressing the paddle shifter while the vehicle is stopped, and the vehicle can start off in 2nd
gear.
The sequential sportshift mode is canceled when moving the shift lever to any position other than S.
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ÎClutch Pressure Control
14-45
PCM
Engine RPM Signal
Engine Coolant
Temperature
Sensor Signal Input Shaft
(Mainshaft)
Speed Sensor Signal
Output Shaft
(Countershaft)
Speed Sensor Signal
ATF Temperature
Sensor Signal Actual
Driving Shift
Position
Correction of Data
Correction of Engine
Coolant Temperature
Sensor Data
Manifold Absolute
Pressure Sensor Signal
3rd Clutch
Transmission Fluid
Pressure Switch Signal 2nd Clutch
Transmission Fluid
Pressure Switch Signal
Correction of ATF
Temperature Sensor
Signal Data
Correction of
Hydraulic Pressure
Applying Timing
Correction of Engine
Torque Signal Data Master Target of
Controlling Current
Decision of
Shifting Mode
Ignition Timing
Requirement
PGM-FI
Control
System
Current
Feedback A/T Clutch Pressure
Control Solenoid
Valves A, B, and C
PGM-FI
Control
System
Throttle Position
Sensor Signal
Barometric Pressure
Sensor Signal
The PCM actuates A/T clutch pressure control solenoid valves A, B, and C to control the clutch pressure. When shifting
between lower and higher gears, the clutch pressure regulated by A/T clutch pressure control solenoid valves A, B,
and C engages and disengages the clutch smoothly.
The PCM receives input signals from the various sensors and the switches, processes data, and outputs current to A/T
clutch pressure control solenoid valves A, B, and C.
(cont’d)
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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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