Mitsubishi Eclipse. Technical Information Manual (1994) — part 23
ENGINE
Control System
CONTROL SYSTEM
N71 BKOOAA
GENERAL INFORMATION
Except the following improvements, the MFI system is essentially the same as the one used on the 1994
4G63
DOHC engine.
Major improvements
Remarks
ECU control of the generator is adopted.
Improves idling speed stability electric loads.
ECM control of radiator fan and condenser fan is
adopted.
Basically the same as the one introduced on the 1994
Diagnostic system conforming to OBD-II is adopted.
I
Manifold Difference Pressure (MDP) sensor added to
detect changes in manifold vacuum.
This supports OBD-II EGR monitoring.
ENGINE <TURBO> Control System
SYSTEM BLOCK DIAGRAM
Sensors
Engine control module (ECM)
Volume air flow sensor
Fuel injection control
I
I
I
Intake air temperature sensor
I
I
Barometric pressure sensor
Engine coolant temperature sensor
Idle air control
Throttle position sensor
Closed throttle position switch
Ignition timing control
Engine and transaxle
total control
Crankshaft position sensor
Power supply control
Camshaft position sensor
F u e l p u m p c o n t r o l
,
Heated oxygen sensor (front, rear)
Air conditioning compressor
clutch relay control
Vehicle speed sensor (reed switch)
Fuel pressure control
Air conditioning switch
Intake charge pressure control
Air conditioning pressure switch
Turbo meter control
Power steering pressure switch
Electric load switch
Park/Neutral position switch
Ignition switch-IG
solenoid
Knock sensor
EGR solenoid control
Transaxle control module (TCM)
Volume air flow sensor
reset signal control
Manifold differential pressure (MDP)
sensor
,
Cooling fan control
Generator FR terminal
Generator current control
Ignition timing adjustment terminal
Oxygen sensor heater control
Ignition power transistor unit
I
,
I
Diagnostic control terminal
Power supply
diagnostic (OBD)
Actuators
No. 1 injector
No. 2 injector
No. 3 injector
No. 4 injector
Idle air control motor
(stepper motor)
Ignition coil
(ignition power transistor)
Multiport fuel injection
(MFI) relay
Air conditioning compressor
clutch relay
Fuel pressure solenoid
Turbocharger waste gate solenoid
Turbo meter
EVAP purge solenoid
EGR solenoid
Volume air flow sensor
Radiator fan motor relay and air
conditioning condenser relay
Generator G terminal
Oxygen sensor heater
Check Engine/Malfunction
injector lamp
Diagnostic output terminal
1-72
ENGINE <TURBO> Control System
SYSTEM DIAGRAM
Heated oxygen sensor (Front)
Volume air flow sensor
Intake air temperature sensor
Throttle position sensor
Closed throttle position switch
Camshaft position sensor
Crankshaft position sensor
Barometric pressure sensor
Engine coolant temperature sensor
Knock sensor
Heated oxygen sensor (Rear)
Manifold differential pressure sensor
Power supply
l
Vehicle speed sensor
l
A/C switch
Park/Neutral position switch
Power steering pressure switch
Ignition switch-ST
Intake air temperature sensor
Volume air flow
al injector
Evaporative emission purge solenoid
a3 Idle air control motor
EGR solenoid
Ignition coil, ignition power transistor
Fuel pressure solenoid
a7 Turbocharger waste gate solenoid
l
Fuel pump relay
l
fuel injection (MFI) relay
l
Air conditioning compressor clutch relay
l
Check engine/Malfunction indicator lamp
l
Diagnostic output
Idle air control motor
I
Purge control valve
I
Evaporative
emission
canister
,
Evaporative
emission
solenoid
Engine coolant temperature sensor
0 Knock sensor
Heated
sensor (rear)
TWC
Heated oxygen
sensor (front)
position sensor
Camshaft position sensor
ENGINE <TURBO> Control System
SENSORS
GENERATOR FR TERMINAL
Trio diode
Generator
Voltage regulator
I
1 .
Terminal FR of the generator inputs the ON/OFF
state of the generator field coil to the engine control
module. In response to this signal, the engine control
module senses the generator output current, and
drives the ISC servo according to the output current
(electric load). This prevents a change in idling
speed that may otherwise be caused by the electric
load.
The generator generates power when the power
transistor in the voltage regulator is caused to
be ON to supply a current (field current) to the
field coil. When the power transistor is caused
to be OFF, the power generated by the generator
rapidly decreases. The size of the generator
output current, therefore, depends on the ratio
that the power transistor is ON (ON duty). The
Engine control module
FU0887
voltage at terminal FR is low when the power
transistor is ON, and high when the power tran-
sistor is OFF. Therefore, the ON duty of the
power transistor the voltage regulator or the
generator output current can be sensed by cal-
culating the ratio that the voltage at terminal
FR is low.
When the generator output voltage reaches the
regulated voltage (approx.
the voltage
regulator switches the power transistor from
ON to OFF. When
output voltage falls below
the regulated voltage, the voltage regulator
switches the power transistor from OFF to ON.
In this manner, the generator output voltage
is maintained constant.
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