Honda HR-V: Description

CLUTCH SYSTEM DESCRIPTION - CLUTCH PEDAL POSITION SWITCH (M/T)

A clutch pedal position switch A is installed on the clutch pedal. The clutch pedal position switch A is mostly used to start up the engine by turning the ignition to ON or to restart the engine when recovering from an engine stall. This system works when the clutch is disengaged.

CLUTCH SYSTEM DESCRIPTION - CLUTCH PEDAL STROKE SENSOR (M/T)

A clutch pedal stroke sensor is installed on the clutch pedal. The clutch pedal stroke sensor detects the level of clutch pedal force and reduces the number of the clutch pedal position switches used in the system.

The signals from the clutch pedal stroke sensor are sent to the electronic parking brake control unit. The electronic parking brake control unit sends the stroke level of clutch pedal to the PCM or the VSA modulator-control unit via the CAN communication lines.

Signals sent from the clutch pedal stroke sensor are used for the following purposes.

MANUAL TRANSMISSION SYSTEM DESCRIPTION (M/T)

Overview

The manual transmission employs a parallel dual axes type geartrain with a mainshaft and countershaft, and a full time engagement type for forward side gears and reverse idler select slide type for reverse side gears. The 1st, 2nd gear and reverse gear are integrated on the mainshaft and the final gear is integrated on the countershaft.

Operation

Power is transmitted from a mainshaft to a differential gear via a main 1st gear, a counter 1st gear, a countershaft, a final driven gear during geartrain operation in 1st speed.

Power is transmitted from a mainshaft to a differential gear via a main 2nd gear, a counter 2nd gear, a countershaft, a final driven gear during geartrain operation in 2nd speed.

Power is transmitted from a mainshaft to a differential gear via a main 3rd gear, a counter in 3rd gear, a countershaft, a final driven gear during geartrain operation 3rd speed.

Power is transmitted from a mainshaft to a differential gear via a main 4th gear, a counter 4th gear, a countershaft, a final driven gear during geartrain operation 4th speed.

Power is transmitted from a mainshaft to a differential gear via a main 5th gear, a counter in 5th gear, a countershaft, a final driven gear during geartrain operation 5th speed.

Power is transmitted from a mainshaft to a differential gear via a main 6th gear, a counter in 6th gear, a countershaft, a final driven gear during geartrain operation 6th speed.

Power is transmitted from a mainshaft to a differential gear via a reverse drive gear, a reverse driven gear, a counter-reverse gear, a countershaft, a final driven gear during geartrain operation reverse.

Reverse Lockout System

At vehicle speeds of 20 km/h (12 mph) or more, the PCM, which monitors the signals from the output shaft (countershaft) speed sensor, activates the reverse lockout solenoid, which pushes the select lock cam into the locked position. As a result, the select lever cannot rotate to the reverse select position, making it impossible to engage the reverse gear. As the vehicle speed drops to 15 km/h (9 mph) or less, the PCM turns off the reverse lockout solenoid. The select lock return spring pulls back the select lock cam, enabling the select lever to move freely so the reverse gear can be selected.

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