1990 MITSUBISHI ECLIPSE diagram

FUEL SYSTEM -Auto-cruise Control System14-65OVERDRIVE-CANCEL FUNCTION

%/hen, during fixed-speed driving, the actual vehicle
speed decreases to (or below) a speed which is a
certain fixed value below the memorized vehicle
speed, the overdrive is canceled temporarily for a
specified period of time and then the memorized
vehicle speed is restored within a short period of
time.
Overdrive is canceled under any of the following
conditions:
8 When the RESUME switch is being operated.
l When, during fixed-speed driving, the actual
vehicle speed decreases from the preset speed
by 1.25 km/h (0.8 mph) or more.
The arrow in the circuit diagram indicates the flow of
current with the OD switch in the ON position
(overdrive).In the Overdrive Mode
The control unit microcomputer Outputs an OD-ON
signal (HIGH) constantly, keeping transistor
Tr,turned ON. At this time, transistor
Tr, is also ON,
causing ON signal
IA to be output to the transaxle
control unit and maintaining the overdrive mode.
The Overdrive is Canceled
When the actual vehicle speed becomes less than
the set speed, the OD-ON signal (HIGH) is no longeroutput from the microcomputer and transistor
Tr, is
turned OFF. This causes transistor
Tr, to be turned
OFF and current
II: flowing by way of the OD switch
of the selector lever is cut off at transistor
Trl. As a
result, at that point the vehicle speed is controlled
by the
3-speed automatic transaxle.
Auto-cruise control unit

Y 5-FUEL SYSTEM
- Auto-cruise Control System14-71ACTUATOR CONSTRUCTION
The actuator unit consists of a DC motor, a worm
gear, a worm wheel, a planetary pinion gear, a
magnetic clutch, and two limit switches.
The magnetic clutch consists of a magnetic coil
mounted to the actuator case and a clutch plate
connected to the ring gear of the planetary wheel
gear by a spring.The magnetic clutch is energized and deenergized
by the control signal supplied by the control unit.
The clutch transmits the rotation of the DC motor to
the selector drive shaft, and allows the selector
drive shaft to rotate freely with the ring gear
regardless of whether the DC motor is being
energized or not.
Internal construction
Clutch plate
Maanetic clutch coilI ^. ,Planetan/ pinionCircuit diagram
MAIN switch
%tn m.=ir
Auto-cruise control unit
7S&&or drive shaft
Worm gear03R0077
Cross-section of actuator installation
Actuator bracket

47- --.-~.._ ____- -- -..
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16-1
;iiPROPELLER SHAFT
z,-:
CONTENTSRlaA.-.
24g
:CENTER BEARING . .._._.............................................. 4
IGENERAL INFORMATION. . . . . . . . . .. . . . . . . . . .
.. . . . . . . . . . . . . . .i:Constructio nDiagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . \
. . . . . . . .2
Specification s. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .*.................
3
LOBROOJOINT. . . . . . . . . . . . . . . . . . . . . . . . . . . .

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17-8REAR SUSPENSION <4WD> - Geneal information
REAR SUSPENSION <4WD>GENERAL INFORMATION
Rl7BEThe rear suspension is a newly developed double
wishbone independent suspension with a toe-in
correction feature utilizing compliance of thebushing to external force, and provides
excellesteering stability and a good ride.
The special features of this suspension include
l Optimum adjustment of suspensiongeometry
l Optimum adjustment of alignment
change
0 Passive toe-in correction function
l Optimum combination of spring constant,
shock absorber damping force. andbushing characteristics
l Elastic support of the doubleanti-vibration croSsmemberl Improvement of straight-forward
motion stability
0 Improvement of cornering
stability
l Improvement of steerability
l Good balance ofride andsteering stability
( , , :l Low noise and
low vibrationCONSTRUCTION DIAGRAM
absorber
Trailing arm
.
12AC

-
REAR SUSPENSION -Double Wishbone Suspension17-13
Member supponbushingI
12AOO5
Upper arm
Link diagram of ordinarydouble wishbone suspension system
5. The suspension crossmember is mounted with the mem-
ber support bushing on the body. The input from the wheel
is first damped by the trailing arm and the bushings of the
lateral arms. It is then further damped by the member
support bushing. This dual anti-vibration construction
provides low vibration and low noise.
In addition, mounting of the differential carrier on this
crossmember decreases the natural frequency of the
crossmember, further damping vibrations.
The lower natural frequency of the crossmember allows
harder adjustment of the support bushing so that the
tendency toward oversteering of the suspension due to
side force, occurring during cornering can be reduced. This,
combined with understeering tendency by middle joint
.displacement described in (3) above, results in totally slight
understeering tendency.
Why this new rear suspension system is classified as a double
wishbone suspension
The new rear suspension is represented below by the diagram
as an aid to understanding its construction.
F-7-,12AOO33!A/ \
12AOO37Point A can rotate about rotary axis B-C and point
Dcan rotate about rotary axis E-C. The triangles ABC
and DEC can rotate like wishbone suspension
arms.When this is compared to an ordinary double
wishbone type suspension, it may be regarded asone with forward points
C, and C2 of the upper and
lower arms located at the same point. Thus, this
new rear suspension system is considered as a
double wishbone suspension system.

21-42AUTOMATIC TRANSAXLE - Transaxle Control
ELECTRONIC CONTROL DEVICE
DAMPER CLUTCH CONTROL
The damper clutch is engaged or disengaged
according to the “map” stored in the transaxle
control unit.
This map is composed as the parameters of the
vehicle speed and the degree of throttle opening,
and somewhat approximates, in the main, the
diagram below.
When the control unit detects, as a result of the
signals from the sensor, that both throttle opening
and vehicle speed have reached the damper clutch
activation area, duty control of the damper clutch
control solenoid valve is activated, thereby activat-
ing the damper clutch.
The damper clutch is regulated so that it slips
slightly, although it is
possible to increase the
Damper clutch activation conditions
1. Shift range:
2nd to 4th gear
2. Oil temperature: 60°C (l4oOF) or higher
3. Not a sudden downshift
IOCamount of slippage by duty signals from the control
unit. The control unit functions to calculate the
amount of slippage, and performs duty control so
that the amount becomes close to the target
amount of slippage (as set beforehand).
The relationship between the hydraulic-pressure
circuit and the damper clutch control solenoid valve
is described in the later section concerning the
hydraulic control system; please refer to page
21-59.For detailed information concerning duty ,control,
this is described in the later section concerning the
hydraulic pressure control during shifting; please
refer to page 21-45,
Damper clutch activation area
Vehicle speed

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i
-21-96AUTOMATIC TRANSAXLE
- Transaxle Control
WIRING DIAGRAMDD<
D
C
C
22C
2
5v0,‘ii2t6c
C
C
C
C
C
C

23-22BODY - Power Windows
POWER WINDOWS
R’1Power windows are equipped in order to facilitate
A lock switch is provided at the power windows’
the opening and closing of the door glass. The
main switches; when the lock switch is ON, the
driver’s seat switch incorporates a one-touch open
mechanism that causes the driver’s door window towindow cannot be opened or closed by using the
main switch for the front passenger seat window.
open completely once the switch is pressed all the
way, even if it is released immediately.Furthermore, at this time none of the sub switches
can be used for opening or closing the windows,
Main switch
CIRCUIT DIAGRAMIgnition
Battery switch
l-l-
’ 1Fuse ’
Z*,“““”CrPower window main switch
-*W(WlI. _;:
r-
L
--e.
.
I
ELnA
I
Powerwindow
subswitch
(R.H.)
I IOne-touch down (open) circuit
--P’-‘-,
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