honda cr v 19997 2000 User Manual
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![Page 535
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 PCMs fuzzy
logic to automatically select the...](http://img.usermanuals.tech/thumb/34/48204/w64_honda-cr-v-19997-2000-service-manual-534.png "Page 535
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 PCMs fuzzy
logic to automatically select the...")
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 passengers 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-
{contd)
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Description
PCM
PGM.FIControl System
Throttle Position SensorSignelVehicle Speed SensorSignal
Engin€ Coolsnt TomperatureSen30r SignalService Ch€ck Connectol
A/T Control Svstem
INTERLOCK
Shift Control
Shift ConlrolSolenoid Valve ACONTROL UNITr
RShift ControlSolenoid Valve B
N
Linear SolenoidD
Lock-up Control
2
Lock-up ControlSolenoid valve A1
Lock-up ControlSolenoid Valve BOver-DriveSwitch Signal
Mainshaft Speed SensorSignalE Indicator Light
Countershaft SpeedSensor SigntlSelt-Oiagnosis SigndSelf-DiagnosisFunc{ion
O/D OFFIndicetor Light
Electronic Gontrol System (contd)
99 - 00 Models
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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 (contd) 14-17 www.emanualpro.com
Description
Electronic Control System (contdl
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
14-14
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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 PCMs 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
(contd)
2ND - 3RD
2ND + 3RD 3RD + 4TH
Vahicl. sDctd
14-19
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Description
Electronic Control System (contd)
Descending Control
When the PCM determines that the vehicle is going down a hill in E and @ positions (97 - 98 models). and in @ posi-
tion {99 - 00 models), the shitt-up speed from 3rd to 4th gear and from 2nd to 3rd (when the throttle is closed) becomes
faster than the set speed for flat road driving to widen the 3rd gear and 2nd gear driving areas. 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 3rd gear driving areas and 2nd gear driving areas according to the magnitude of a gradi-
ent stored in the PCM. When the vehicle is in 4th gear, and you are decelerating when you are applying the brakes on a
steep hill, the transmission will downshift to 3rd gear, When you accelerate, the transmission will then return to higher
gear.
2ND - 3RD 3RD - 4TH
o50
F
DESCENDING MODE: Downshift Schodule
- : FLAT ROAD MODE
--------- I GRADUAL DESCENDING MODE
- - - - - : MEDIUM OESC€NOING MODE
. . ... : STEEP DESCENDING MODE
62 mph Vehicle sp€ed1100 km/hl
Deceleration Control
When the vehicle goes around a corner, and needs to decelerate first and then accelerate, the PCM sets the data for deceleration
control to reduce the number of times the transmission shifts. When the vehicle is decelerating from speeds above 27 mph(4i| km,ih), the PCM shifts the transmission from 4th to 2nd earlier than normal to cope with upcoming acceleration,
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Circuit Diagram and Terminal Locationsr9T Model
IGNITIONSWITCH
LOC( UPCONTROL
LOCK UPCONTROLSOLEITOIDVALVE B
sf Frc0|lltF0LSOLENOIDVALVE A
sHrFr c0r{TnoLSOLEI{OID VALVE B
UNEASSOLINOID
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Description Electronic Control System (contd) Circuit Diagram and Terminal LocationsrgS Model GNTIONSWITCN LOCK-UPCONIFOLSOLEIIO D VALVE A LOCK-UPCONTSOLSOLEI.IO 0 vALvE B SBIFICONTROLSOLEI€ DVALVE A SH FTCONTFOLSOLEiDID VALVE 8 LIN€AA SOL€iDIDGNIION SWTCHtGr 14-22 www.emanualpro.com
Circuil Diagram and Terminal Locations-gg - 00 Models
GNION SWITCN
LOC( UP C,ONTROLSOLEID D VALVE A
LOCK.UPCONIFO!SOLENOIOVALVE B
SNIFT CONTAOTSOL€NOID VALVE A
SH]FT CONTROLsolEtiroro vArvE B
L NEAF SOLEI{OIO
pG2
IGPI
IGP2
vcc2
rGNloN SWrlCHGI
PCM Conn€clor Tehrial Loaabm
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Description Hydraulic Control The hydraulic control system is controlled by the ATF pump, valves, accumulators, and electronically controlled solenoids. The ATF pump is driven by splines on the end of the torque converter which is aftached to the engine. Fluid from the ATF pump flows through the regulator valve to maintain specified pressure, through the main valve body, to the manual valve, directing pressure to each clutch. The valve body includes the main valve body, the regulator valve body, the lock-up valve body, the secondary valve body, the servo body, the linear solenoid, the shift control solenoid valve AyB assembly, and the lock-up control solenoid valve A/B assembly. The shift control solenoid valve A,/B assembly and the linear solenoid are bolted on the outside of the transmission housing. The lock-up control solenoid valve A,/B assembly is bolted on the outside of the torque converter housing. LINEAR SHIFT CONTROLSOLENOID VALVE A/BASSEMBLY SECONDARY VALVEBODY REGULATORVALVE BOOY VALVE BODY SOLENOID VALVE A/BASSEMELY N ATF PUMP GEARS 14-24 www.emanualpro.com