Honda Ridgeline. Manual — part 163
09
In 5th gear
14-37
MAINSHAFT 5TH GEAR
MAINSHAFT
COUNTERSHAFT
TORQUE CONVERTER
FINAL DRIVEN GEAR
TRANSFER OUTPUT SHAFT
SECONDARY SHAFT
FINAL DRIVE GEAR
TRANSFER HYPOID
DRIVE GEAR/SHAFT
TRANSFER
OUTPUT SHAFT
(HYPOID GEAR)
TRANSFER DRIVE GEAR
COUNTERSHAFT
5TH GEAR
5TH CLUTCH
REVERSE SELECTOR
1ST CLUTCH
ONE-WAY CLUTCH
REVERSE SELECTOR
HUB
• Hydraulic pressure is applied to the servo valve to engage the reverse selector with the countershaft 5th gear when
the shift lever is in a forward range (D, 2, and 1).
• Hydraulic pressure is applied to the 5th clutch, then the 5th clutch engages the mainshaft 5th gear with the
mainshaft.
• The mainshaft 5th gear drives the countershaft 5th gear, which drives the reverse selector hub and the countershaft.
• Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
• The transfer output shaft drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).
• Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 5th gear exceeds that of 1st gear,
power from 1st gear is cut off at the one-way clutch.
(cont’d)
10
Power Flow (cont’d)
R Position
14-38
Automatic Transmission
System Description (cont’d)
MAINSHAFT
COUNTERSHAFT
TORQUE CONVERTER
FINAL DRIVEN GEAR
TRANSFER OUTPUT SHAFT
FINAL DRIVE GEAR
TRANSFER HYPOID
DRIVE GEAR/SHAFT
TRANSFER
OUTPUT SHAFT
(HYPOID GEAR)
TRANSFER DRIVE GEAR
5TH CLUTCH
REVERSE SELECTOR
REVERSE
SELECTOR HUB
REVERSE IDLER GEAR
MAINSHAFT
REVERSE GEAR
COUNTERSHAFT
REVERSE GEAR
1ST CLUTCH
ONE-WAY CLUTCH
SECONDARY SHAFT
• Hydraulic pressure is applied to the servo valve to engage the reverse selector with the countershaft reverse gear
when the shift lever is in R.
• Hydraulic pressure is applied to the 5th clutch, then the 5th clutch engages the mainshaft reverse gear with the
mainshaft.
• The mainshaft reverse gear drives the countershaft reverse gear via the reverse idler gear.
• The countershaft reverse gear drives the countershaft via the reverse selector which drives the reverse selector hub.
• The rotation direction of the countershaft is changed by the reverse idler gear.
• Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
• The transfer output shaft drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).
*04
SJC8A00E10410600000CAAT03
Electronic Control System
Functional Diagram
14-39
PCM
Self-diagnosis/
Fail-safe Function
Communication and
Output Function
D3 Switch Signal
Grade Logic
Control
Cruise Control
Downshift Request
Signal
Throttle Position
Sensor Signal (DBW)
Engine RPM Signal
PGM-FI
Control System
A/T Control System
Shift Control
3rd Clutch Transmission Fluid
Pressure Switch Signal
4th Clutch Transmission Fluid
Pressure Switch Signal
Torque Converter Clutch
Solenoid Valve
Input Shaft (Mainshaft)
Speed Sensor Signal
Output Shaft (Countershaft)
Speed Sensor Signal
Automatic
Five-speeds
and
Reverse
VTM-4 Control Unit
Signal
Engine Coolant
Temperature Sensor Signal
Barometric Pressure
Sensor Signal
Manifold Absolute
Pressure Sensor Signal
ATF Temperature
Sensor Signal
Service Check Signal
Transmission
Range Switch
Signal
Brake Pedal Position
Switch Signal
Clutch Pressure
Control
Lock-up Control
Shift Lock Control
Shift Solenoid Valve A
Shift Solenoid Valve B
Shift Solenoid Valve C
A/T Clutch Pressure
Control Solenoid Valve A
A/T Clutch Pressure
Control Solenoid Valve B
A/T Clutch Pressure
Control Solenoid Valve C
Vehicle Speed Signal
Data Link Connector
Shift Lock Solenoid
Lock-up
ON/OFF
Lock-up
Conditions
Indicator Control
VSA Modulator-control
Unit Signal
A/T Gear Position Indicator
D Indicator
D3 Indicator
A/T TEMP Indicator
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 the sensors, switches, and other control units, processes data, and outputs
signals for the engine control system and 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 to control shifting transmission gears and lock-up torque converter clutch.
(cont’d)
Electronic Control System (cont’d)
Shift Control
Position
Gear Position
Shift Solenoid Valves
A
B
C
14-40
Automatic Transmission
System Description (cont’d)
The PCM instantly determines which gear should be selected by various signals sent from the sensors and the
switches, and it actuates shift solenoid valves A, B, and C to control shifting transmission gear.
The shift solenoid valves use ON-CLOSE/OFF-OPEN type; the shift solenoid valve closes the port of shift solenoid
valve pressure while the shift solenoid valve is turned ON by the PCM, and opens the port when the shift solenoid
valve is OFF.
The combination of driving signals to shift solenoid valves A, B, and C are shown in the table.
D
Shifting from the N position
OFF
ON
OFF
Stays in 1st
ON
ON
ON
Shifting gears between 1st and 2nd
ON
ON
ON
Stays in 2nd
ON
ON
OFF
Shifting gears between 2nd and 3rd
OFF
ON
OFF
Stays in 3rd
OFF
ON
ON
Shifting gears between 3rd and 4th
OFF
OFF
ON
Stays in 4th
OFF
OFF
OFF
Shifting gears between 4th and 5th
ON
OFF
OFF
Stays in 5th
ON
OFF
ON
2
2nd
ON
ON
OFF
1
1st
ON
ON
ON
N
Neutral
OFF
ON
OFF
R
Shifting from the P and N positions
OFF
ON
ON
Stays in reverse
OFF
ON
OFF
Reverse inhibit control
ON
ON
ON
P
Park
OFF
ON
OFF
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