Mitsubishi Eclipse. Technical Information Manual (1994) — part 41
POWER TRAIN
Automatic Transaxle
Third Gear
(turns rear sun)
(turns front carrier/rear
In third gear, two input clutches are applied to provide
torque input; the underdrive and overdrive clutches.
The underdrive clutch rotates the rear sun gear,
while the overdrive clutch rotates the front carrier/
rear
assembly. The result is two
nents (rear sun gear and rear
gear) rotating
at the same speed and in the same direction. This
effectively “locks” the entire planetary
and is rotated as one unit. The gear ratio
in third is
Fourth Gear
Overdrive clutch applied
(turns rear sun)
2-4
clutch applied
(holds front sun)
In fourth gear input torque is through the overdrive
clutch which drives the front carrier. The 2-4 clutch
is applied to hold the front sun gear. As the overdrive
clutch rotates the front carrier, it causes the pinions
of the front carrier to “walk around” the stationary
front sun gear. This causes the front carrier pinions
to turn the front
carrier assembly which
provides output torque. In fourth gear, transaxle
output speed is more than engine input speed. This
situation is called overdrive. Fourth gear (overdrive)
ratio is
POWER TRAIN
Automatic Transaxle
Reverse Gear
Reverse clutch applied
(turns front sun)
Low-reverse clutch applied
(holds rear
front carrier)
In reverse, input power is through the reverse clutch.
rotates the front carrier assembly pinions. The front
When applied, the reverse clutch drives the front
carrier is being held by the
clutch so the pinions
sun gear through the overdrive hub and shaft. The
are forced to rotate the
carrier
clutch is applied to hold the front carrier/rear
assembly in the reverse direction. Output torque
assembly stationary. The front sun gear
is provided, in reverse, with a gear ratio of
Transfer System
The
transaxle uses a transfer gear system to transfer
power from the output shaft of the rear carrier to the transfer
shaft. The gear that is splined and bolted to the output shaft
of the rear carrier called the output shaft transfer gear. It
supplies power to the transfer shaft transfer gear which is
splined and retained by a large nut to the transfer shaft. The
bolt and nut that retain the transfer gears to each shaft must
be tightened to the proper torque specification. Proper torque
is essential for two reasons; to keep the gears on the shafts
and to maintain the bearing settings that provide for long life
of the system.
Both gears have helical cut teeth designed for quiter operation.
The overall gear ratio of the transaxle is in part determined
by the transfer gear ratio.
POWER TRAIN Automatic Transaxle
Differential
case
pinion
Final Drive Gears and Differential
The final drive gears include the transfer shaft which has a
pinion gear on one end and the differential ring gear which
is driven by the transfer shaft pinion gear. The ring gear is
bolted to the differential case and when rotated drives the
case. The case drives the differential
and in turn, the
front axle shafts. The axle shafts then drive the front wheels.
The differential gears are typical in design and include; a shaft,
two pinion gears, and two side gears. The final drive gears
and the differential case each are supported by tapered roller
bearings. The transfer shaft and its tapered roller bearings
are set-up with a specific amount of
The differential
ring gear and case assembly bearings are set-up with a specific
amount of preload. Follow the service manual procedures for
setting up these bearings to ensure long life of the bearings
and the components they support.
POWER TRAIN
Automatic Transaxle
The valve body and solenoid assembly work
er to control five transaxle clutches and the torque
converter clutch. It also directs pressurized fluid
for lubrication. The oil pump is the source of
ized fluid for the valve body and solenoid assembly.
The pump is a positive displacement, gear and
cent type pump. It is driven by the engine through
the torque converter hub.
Fluid for the pump is drawn through the transaxle
filter, through the valve body housing, and into the
Pump
housing
Reaction
support
Seal rings (4)
VALVE BODY AND SOLENOID ASSEMBLY
pump. The pump pressurizes the fluid and sends
it back through the valve body to the regulator valve.
The valve body uses only five valves along with
four solenoids in the solenoid assembly. They
form all functions needed to operate the transaxle
for each of its gear ranges. A brief description on
the operation of each valve and solenoid follows.
Hydraulic Control System
OIL PUMP
The oil pump is located in the pump housing inside the bell
housing of the transaxle case. The
uses a crescent
type gear pump. The inner gear is driven by the torque converter
hub. Torque is supplied to the hub by the engine crankshaft
through the flex plate and torque converter housing.
As the gears rotate, the clearance between the gear teeth
increases in the crescent area and creates a suction at the
inlet side of the pump. Fluid is pulled through the pump inlet
from the oil pan. As the clearance between the gear teeth
in the crescent area decreases, it forces fluid into the pump
outlet. The pressurized oil from the outlet operates the torque
converter, clutches, and the lubrication system. The pump is
held in the housing by the reaction shaft support. The reaction
shaft is splined to and holds the inner race of the torque convert-
er
overrunning clutch.
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