Mitsubishi Outlander (2013+). Manual — part 49
EMISSION CONTROL<MPI>
ENGINE AND EMISSION CONTROL
17-10
A purge control solenoid valve is installed in the inlet
manifold. The purge control solenoid valve controls
the intake volume of fuel vapour gas from the canis-
ter. The purge control solenoid valve is a duty control
type solenoid valve. When current is not passing
through the coil, nipple A is kept airtight and fuel
vapour gas cannot be sucked in. When current
passes through the coil, air can pass between nipple
A and B and fuel vapour gas is sucked in.
Engine-ECU changes the ON duty ratio according to
engine's operating condition to control the intake vol-
ume of fuel vapour gas.
EMISSION REDUCTION SYSTEMS
M2171000800439
These decrease CO, HC and NOx in the exhaust
gases and consist of air-fuel ratio feedback control
and catalytic converter.
1. AIR-FUEL RATIO FEEDBACK CON-
TROL
Refer to GROUP 13A
− Fuel Injection Control .
2. CATALYTIC CONVERTER
The exhaust manifold and the centre exhaust pipe
include a catalytic converter.
Based on appropriate air-fuel ratio feedback from
oxygen sensor, CO and HC are oxidized and NOx is
reduced. Catalytic converter is a monolith with bee-
hive design with catalysts on the unit surface. It is
protected by a thermally insulating mat and enclosed
in a shell.
AK602245AC
12V
ON
OFF
0V
100 ms
Purge control
solenoid valve
From engine control relay
Engine-ECU
AKC00010
AKC00010
Catalytic converter
(built-in to exhaust manifold)
AB
Front exhaust pipe
Catalytic converter
(built-in to centre exhaust pipe)
23-1
GROUP 23
CONTINUOUSLY
VARIABLE
TRANSMISSION
(CVT)
CONTENTS
CVT. . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL INFORMATION. . . . . . . . . . . . .
TRANSMISSION CONTROL . . . . . . .
GENERAL INFORMATION . . . . . . . . . . . . .
CVT
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
23-2
CVT
GENERAL INFORMATION
M2231000100585
The CVT is basically the same as for the predeces-
sor. However, note that a new gear ratio control is
adopted in order to reduce slip unique to the CVT.
SPECIFICATIONS
Transmission model
F1CJA-2-A5W
W1CJA-2-A5WA
W1CJA-1-14YA
Engine model
4B11
4B12
Drive system
2WD
4WD
Torque converter
Model
3-element, 1-stage, 2-phase
Stall torque ratio
1.99
1.83
Lock-up
Present
Transmission type
Forward automatic CVT (steel belt-driven), reverse 1 speed
Gear ratio
Forward
2.349
− 0.394
Reverse
1.750
Final reduction gear ratio
6.466
Control type
Electronically-controlled
Function
Shift control
Present
Line pressure control Present
Select control
Present
Lock-up control
Present
Self-diagnosis
function
Present
Fail-safe function
Present
Number of speedometer gears
(drive/driven)
− (detected by the ABS sensor)
Oil pump
Model
Vane-type pump
Drive type
Driven by the engine, sprocket, and chain
CVT fluid
Brand name
MITSUBISHI MOTORS GENUINE CVTF-J4
Capacity (L)
Approximately 7.1
TRANSMISSION CONTROL
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
23-3
NEW ACCELERATION CONTROL
A new acceleration control has been employed, in
which the engine speed and vehicle speed respond
linearly to an accelerator pedal operation to reduce
the CVT-specific slippage feel.
Moreover, both comfortable acceleration and power
output performance have been achieved at the same
time by increasing the acceleration G with increase
of the engine speed.
TRANSMISSION CONTROL
GENERAL INFORMATION
M2232000100823
• The gate-type selector lever with excellent opera-
bility has been employed to provide an appropri-
ate control force and a crisp operation feel.
• Shift lock and key interlock mechanisms of relia-
ble electric type have been adopted.
• The weight reduction of the selector lever assem-
bly has been realised by structural rationalisation.
• There are two types of the selector lever knob;
sporty black and luxurious leather.
• The black shift indicator panel enhances the
sporty image.
• Paddle shift is available on certain models.
ACB03776
: New
: Conventional
AB
Time
%
Ratio
r/min
G
Accelerator pedal
operation
CVT gear ratio
Engine speed
Acceleration
New: To reduce a feel of untimely shifting, the downshift amount at
the initial acceleration is adjusted. In addition, the upshift amount
is restricted at the later acceleration with the aim of providing
the acceleration feeling like a multi-stage transmission.
Conventional: The downshift is carried out quickly at the initial
acceleration and after that the upshift is carried out with vehicle
speed increase.
New: The engine speed increases gradually in conjunction
with acceleration.
Conventional: The engine speed increases quickly at
the initial acceleration.
New: Acceleration feeling is sustained
Conventional: Acceleration feeling is NOT sustained
Time
Time
Time
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