Adaptive Coast Down Scheduling; Speed Control; Manifold Absolute Pressure (Map); Throttle Failure - Mitsubishi Eclipse Technical Information Manual

Adaptive Coast Down Scheduling

Adaptive scheduling may result in delayed 4-3 or
3-2 downshifts under certain conditions in order

Speed Control

When the transmission temperature range is either
warm or hot, the 4-3 shift pattern is modified to
received over the CCD bus from the PCM. If the

Manifold Absolute Pressure (MAP)

This signal is used to calculate changes in engine
output torque to the input shaft of the transaxle.
This information is used by the TCM to improve

Throttle Failure

A throttle default value of 25 degrees throttle opening
is substituted to provide reasonable driveability.
Third gear is substituted for fourth to provide a toler-
CCD Bus Failure
The initial predicted fluid temperature is based on
the battery temperature after an extended time off.
It is important to understand that if this data becomes
invalid (out of normal range or the CCD bus fails),
the TCM will substitute -3 degrees F. for ambient
temperature. This is done because the control logic
for the colder temperature range is designed to
tolerate an actual warmer transaxle. Some of the
Loss of Prime Protection
Special logic is included in the fail safe routines
to identify a loss of oil pump prime. A no pressure
condition is usually due to a low fluid level and
typically occurs following hard braking or cornering.
This will cause the oil filter to be exposed to air.
POWER TRAIN - Automatic Transaxle
to maintain good shift quality.
bus should fail, this logic will not be initiated with
speed control "on", and the vehicle may lose more
speed and not kick down on grades.
shift quality and reduce 3-4 shift hunting on steeper
road grades. A loss of this signal will cancel grade
hunting detection logic.
able performance level. Throttle induced kickdowns
will become unavailable, but selection of drive and
low shift lever operation remains normal.
effects of this are as follows; Defaults are possible
if the actual transaxle temperature is within the ex-
treme cold range. The 3-4 shift will occur at a higher
speed for approximately the first minute of operation
in-gear (see supercold "OD" shift schedule). A reduc-
tion in upshift shift quality is possible for approxi-
mately 4 minutes if the actual transaxle temperature
is in the warm to hot range.
The result will be a loss of oil pump prime and
possibly a no drive condition. The special logic pre-
vents the inappropriate setting of diagnostic trouble
code.
Torque Converter EMCC Logic
The use of partial Electronically Modulated Converter
Clutch (EMCC) is available at speeds as low as 17
mph, giving the advantage of improved fuel economy
while buffering the rest of the power-train from engine
firing pulses. Full EMCC is utilized under certain
conditions to improve gas mileage. Both full EMCC
or partial EMCC may also be scheduled to help reduce
heat build-up of the transaxle or its fluid under certain
driving conditions.
Torque converter full EMCC and partial EMCC avail-
ability depends on many different input conditions.
These include shift lever position (D, 2, L), current
gear range (second, third, or fourth), engine coolant
temperature, input speed, and throttle angle.
The outputs controlling the torque converter are; No' d
EMCC, Partial EMCC, Full EMCC and Gradual to
No EMCC. The boxes in the chart represent the
four EMCC logic states.