owners manual Mitsubishi Eclipse

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POWER TRAIN- Automatic Transaxle 2-58 Underdrive ~-~/LOW Reverse and Underdrive Solenoids clutch When these two solenoids are not energized by the TCM, their check balls prevent venting of a clutch. In this position‘d the check balls allow line pressure to reach the desired clutch. These solenoids allow oil pressure to the clutch when de-ener- gized and are referred to as normally applied valves. When the solenoids are energized, the plunger forces the check ball down and prevents line pressure from reaching the clutch. Underdrive 2-4/Law-reverseAt the same time, pressure is vented from the clutch. solenoide solenoid Similar to the normally vented valves, these normally applied (de-energized)(energized) valves are also cycled to modulate clutch pressure to any value between line pressure and zero. Orifice located Dribbler Circuits in piston Two dribbler circuits feed low flow rate oil (residual pressure) Reverse - 1 . . from the torque converter to the overdrive and reverse clutches at all times. The low flow rate oil provided by the dribbler circuits keeps both clutches full of oil. These clutches share a commond piston. If there is a difference in the amount of oil on either side of the piston, the piston would tend to move toward the clutch with less oil and cause that clutch to drag. If oil is only Torque converter on one side of the piston, and the retainer is spinning at high apply pressure speed, the spinning action will force oil to the outer diameter of the retainer and cause the piston to move. The oil pressure build-up caused by spinning is called centrifugal pressure. Another feature added to avoid this situation is a small orifice in the overdrive/reverse piston that helps equalize pressure on both sides of the piston. The dribbler circuits only involve low flow rates, which do not have any significant effect when the clutches receive full line pressure.

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