1990 MITSUBISHI ECLIPSE oil level

Knocking Control for Turbo Engine OnlyEngine coolant tern.Advance mapperarure correctton
value- Barometric pressurecorrectton
DelonaIlon
sensorI
lgnmon codKnockmg correcllonprimary currenr
v
Knock wbral+onKnockmg LevelDelay anglelgnmon tlmtngdetemon- delermonmon - calculallon - derermmatlon
II
Y
FatlureIdeIeclton
6FUO565Engine knocking is detected and the ignition timing
is controlled accordingly to prevent continued
knocking and to protect the engine.
When knocking is detected, the engine control unit
delays the ignition timing according to the signal
from the detonation sensor until the knocking is
eliminated (up to a maximum 12” in crank angle). In
the case of an open or short circuit of the detonationsensor harness. the timing is delayed by a fixed
angle (approximately 8” in crank angle) to prevent
knocking.Energization Time Control
While
crankinaIf knocking continues, the advance angle map value
is corrected gradually in the delay direction.
In the absence of knocking, the map value is
corrected gradually in the advance direction. In this
way, optimum ignition timing is constantly control-
led; this control is effective even when fuels of
different octane ratings are used.
This means that the engine is protected from
knocking damage even when the fuel is switched
from premium to regular or vice versa.
Synchronizedwith crank angle
sensor signalcDuring normal operation
Map value
cor-Energizatlon time
responding to- is clipped at 75% of
battery voltageignition interval
IIn order to obtain stable ignition energy, the
ener-gization time of the ignition coil primary current is
controlled as to keep current at a constant value
when the primary current is shut off.
(1) DURING NORMAL OPERATION
Basic energization time
:The increase of the ignition coil primary current
changes with the battery voltage. Therefore, the
energization time is so controlled that the primary
current at time of ignition becomes
6A. The basic
energization time is so set that it is longer when the
battery voltage is low and is shorter when the
6FUO548Energization time clip:
The new two-coil ignition system has its ignition
interval doubled when compared to the convention-
al single
coil type, allowing a longer clip time. As a
result, a long energization time is secured for
sufficient ignition energy even during high speed
operation.
(2) WHILE CRANKING
When cranking, the ignition coil is energized in
synchronization with the crank angle signal.
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17-14REAR SUSPENSION - Double Wishbone Suwension
REAR SHOCK ABSORBERThe rear shock absorber consists of a shock
absorber, coil spring, etc., arranged concentrically.
The shock absorber is a hydraulic cylinder of the
double action type with low sliding resistance, and
gives stable damping force.The inputs from the shock absorber and coil
spr,are borne by the upper bushings and spring pad,
respectively, for a better ride and lower vibration
and noise level. A polyurethane foam bump rubber
has been adopted for effective shock absorption in
the event of completely bottoming out.
Cap ,-&
Upper bushing A _
IlXk!! \Upper bushing Bx?nb
Spring padBump rubber

AUTOMATIC TRANSAXLE - Torque Converter
TORQUE CONVERTER
Lock
ring
I
Damper
F
clutch-
B-.Turbine
.AA
/:ront cover
h,Impeller
AStartorWhen damper clutch is
I\When damper
aInput shaftactivated
clutch isactivated
175202The torque-converter is composed of the impeller
(rear cover), turbine,
stator, damper clutch, one-way
clutch, front cover, etc.Furthermore. the torque-converter cannot be dis-
assembled because the outer circumference of the
shell
(front cover and rear cover) is sealed by
welding.
Because the torque-converter is coupled to the
engine’s crankshaft (via the drive plate). the shell
(front cover and impeller) always turns in the same
way when the engine is running.
As a result, the oil pump is also caused to rotate (by
the hub welded to the center part of the rear of the
shell) at the same speed as the engine.
The boss at the front part of the shell is inserted in
the hole at the rear part of the crankshaft. thus
providing support of the torque-converter.
A facing like that attached to the transaxle’s clutch
disc is attached to the damper clutch, and the
damper clutch and the turbine are connected by the
tabs (of the lock ring on the outer circumference of
the turbine shell) that fit into the groove on the outer
circumference of the damper clutch.
The torque-converter actuation hydraulic pressure,at the damper clutch activation area, passes be-
tween the torque-converter’s hub and the reaction
shaft, and enters the torque-converter.
When this happens, the hydraulic pressure acts
upon the A part (between the damper clutch and the
turbine), with the result that the damper clutch is
pressed against the front cover, and the damper
clutch, with a slight slip (as described later) becom-
es connected.
In this manner, the amount of slippage of the
torque-convener is reduced, without a damper
spring, to far below at even the low-speed level,
thus making a practical improvement of fuel con-
sumption.
At the damper clutch non-activation area, because
the torque-converter actuation hydraulic pressure
passes through the input shaft oil passage
-1enters the torque-converter from the
B part &-tween the damper clutch and the front cover). the
damper clutch moves away from the front
cover,thus releasing the damper clutch.
In this condition, operation is as an ordinary torque-
converter.

AUTOMATIC TRANSAXLE - Transaxle Control21-57
-7.To torque convert,erLine pressure
’Pump(from oil pump) suction
1 To N-RI control valveLine pressure
(from oil pump)1750072
-#5
To N-Dcontrol
valve
To toraueconverter
AdjLine pressure
1+(from oil pump)Pumpsuction
1 ~7valve
To N-Dcontrol
valve
s
Line pressure
(from oil pump)If the hydraulic pressure increases even more, the regulator
valve is forced further leftward and the No. 2 port opens. In this
state, the fluid flows through the port toward the suction side
of the pump and the line pressure is released. When the line
pressure drops, the chamber
(A) pressure also drops, and the
regulator valve is forced back toward the right by the spring
force, closing the No.2
port. Through this cyclical operation of
the regulator valve,the line pressure is maintained at a
constant
tevel.The line relief valve provided in the No. 1 tine opens if the line
pressure becomes so high that the regulator valve cannot deal
with it.
In this way, the hydraulic circuit is protected.
Selector Lever in ‘R”
When the manual valve is shifted to the “R” range position, the
No.4 post that was open is closed. The No. 9 port is opened
instead. This allows the
tine pressure to be directed to the #4land of the regualtor valve. As this pressure works on the area
equivalent to the difference between the diameter
04 of the
# 4 land and the diameter 05 of the # 5 land, the force pushing
the regulator valve toward the left is relatively weak as
compared with the
force’the same level of pressure would
generate when applied to the other portion of the valve.
Therefore, a pressure higher than that of previously described
forward drive ranges is required to open the No.2 port. The
higher pressure thus created serves to move the elements in
the reverse range.
The operation of the regulator valve driven by the higher
pressure is the same as that of the aforementioned forward
drive ranges.
Selector Lever in
‘P”When the manual valve is shifted to the “P” range position, the
manual valve exhaust port communicates with the line press-
ure port, and the line pressure is relieved. In this situation, no
pressure is directed to the No.4 and No.9 ports. This causes
the regulator valve to be held at its extreme right position by
the spring force, and the No.3 port to be closed. Therefore,
only fluid that passes through the orifice is directed to the
torque converter.

/gi--__ .--.-9
Reducingvalve
To kickdown
servo via 1 - 2
shift valveLine pressureAUTOMATIC TRANSAXLE
- Transaxle Control21-69
PRESSURE CONTROL VALVE, SOLENOID
-_ VALVE AND N-R CONTROL VALVE
: Pressure Control Valve
: This valve regulates the pressure supplied to each
clutch under the control of the pressure control
j.. solenoid<,A ,valve to eliminate shock at the time ofPressure Control Solenoid Valve
This valve has its duty controlled by the transaxlecontrol unit command. It changes an electric com-
mand to corresponding hydraulic pressure.
N-R Control Valve
This valve prevents shock from occurring when the
select lever is shifted from “N” to
“R” (or from “P”
to
“R”) by controlling the oil pressure applied to the
low-reverse brake..Stopping (Selector lever in
“D” or “2”)
‘r) obtain adequate creep force when stopping, the
is kept in
2nd gear by directing the
to the rear clutch and the kickdown brake.
purpose, the pressure acting on the
=nnm is adjusted by the following method
- .--v.._ _ _ __ --Tan that it would be when driving in
..d gear.
he nrennurecontrol solenoid valve is duty control-
..s,. ..Jtransaxle control unit so that the No.231..a
pressure will be lower than the No.23
fine
bressure (reducing pressure). As a result, the
level lower ttlpressure control valve moves to the left under the
line pressure which acts on the difference in area
between the pressure control valve
# 1 and #2lands and the reducing pressure which acts on the
difference in area between the
#2 and #3 lands,
thus closing the No. 5 port by its
#2 land. This
reduces the No. 10 port pressure and the pressure
control valve is moved to the right by the spring
force. Through the No.5 port thus opened, the line
pressure is directed to the kickdown servo. The
pressure applied to the kickdown servo is adjusted
by the above-mentioned sequence.
-

BODY - Power Windows23-23
IBatterv
---IBatteryOPERATION OF THE POWER WINDOWS

1. When the switch is operated, contacts “b” and
“c” at the “DOWN” side are caused to connect.
and current flows from the battery to contact
“b”, contact “c”,the motor, contact “c”‘,
contact “a”‘,
resistor R and to ground, and, as aresult, the motor rotates to the “DOWN” side.
2.Current from contact “b” and contact “c” flows
through diode
DI and R.; then I% and I%, and R,and
R7, cause reference voltage to be applied to
the negative
(-) side of IC and the positive (+)
side of
G. The reference voltage is maintained
at a certain fixed level by the
ZD.3. During the time that the motor is in operation,
the amount of current flowing to the motor is
not very much, and, because the voltage
(ICcomparison voltage) at point A is lower than the
reference voltage at the negative
(-) side of IC,,the output voltage of
IC becomes low. For G,because the voltage
(G comparison voltage) at
the negative
(-) side becomes lower than the
reference voltage at the positive (+) side, the
output voltage of
lC2 becomes high, and the
transistor
(Tr) is switched ON.
4. Because the transistor
(Tr) is switched ON,
current also flows from diode
D1 to the coil (L).thus causing excitation of the coil
IL), with the
result that the switch is held by the plunger.

1. When the glass reaches the lowermost point,
the amount of current flowing to the motor
increases, and the voltage applied at point A also
increases.2. When the voltage
(IC comparison voltage) at
the positive
(+) side of IC becomes higher than
the reference voltage at the negative
(-) side,
the output voltage becomes higher but voltage
is prevented from being applied momentarily to
the negative
I-) side of ICI by resistor R6 and the
capacitor
0.This is a delay circuit that delays the time that
the transistor
(Tr) will be switched OFF when
the output voltage of
IC, becomes low, so that
the glass is correctly opened to its full extent.
The motor operates for 0.7 second after the
glass reaches its lowermost position.