acd question
It seems that there have alot of wrong information floating around regarding how ACD works. (Even mags, I've yet to read one that got it right.)
Anyway, here's how ACD works.
ACD locks front and rear 50/50 whole time. (NO torq split, ACD never splits torq)
When you turn the wheel in Tarmac mod-The ACD opens instantly
When you turn the wheel in Gravel mod-The ACD takes 2 to 3 seconds to open
When you turn the wheel in Snow mod-The ACD takes 4-5 seconds to open
I take no credit for this info, here's the original thread posted on Lancer Register explain how ACD works.
http://www.lancerregister.com/showth...&highlight=acd
Anyway, here's how ACD works.
ACD locks front and rear 50/50 whole time. (NO torq split, ACD never splits torq)
When you turn the wheel in Tarmac mod-The ACD opens instantly
When you turn the wheel in Gravel mod-The ACD takes 2 to 3 seconds to open
When you turn the wheel in Snow mod-The ACD takes 4-5 seconds to open
I take no credit for this info, here's the original thread posted on Lancer Register explain how ACD works.
http://www.lancerregister.com/showth...&highlight=acd
Last edited by whiterexman; Jul 11, 2005 at 08:06 PM.
Originally Posted by wingnut17
[
Elaborate. Sure, It was a joke because SCCAEVOT2 thought the Torque Split changed. I was just making a joke (I guess it was a bad joke, sorry).
Elaborate. Sure, It was a joke because SCCAEVOT2 thought the Torque Split changed. I was just making a joke (I guess it was a bad joke, sorry).
I thought is was some super top secret system I hadn't heard about 
Originally Posted by whiterexman
It seems that there have alot of wrong information floating around regarding how ACD works. (Even mags, I've yet to read one that got it right.)
Anyway, here's how ACD works.
ACD locks front and rear 50/50 whole time. (NO torq split, ACD never splits torq)
When you turn the wheel in Tarmac mod-The ACD opens instantly
When you turn the wheel in Gravel mod-The ACD takes 2 to 3 seconds to open
When you turn the wheel in Snow mod-The ACD takes 4-5 seconds to open
I take no credit on this info, here's the original thread posted on Lancer Register explain how ACD works.
http://www.lancerregister.com/showth...&highlight=acd
Anyway, here's how ACD works.
ACD locks front and rear 50/50 whole time. (NO torq split, ACD never splits torq)
When you turn the wheel in Tarmac mod-The ACD opens instantly
When you turn the wheel in Gravel mod-The ACD takes 2 to 3 seconds to open
When you turn the wheel in Snow mod-The ACD takes 4-5 seconds to open
I take no credit on this info, here's the original thread posted on Lancer Register explain how ACD works.
http://www.lancerregister.com/showth...&highlight=acd
Evolving Member
Joined: Jan 2002
Posts: 363
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From: Singapore
How does the Active Centre Differential system work?
Mitsubishi ACD - “active centre differential system” ACD is the new major technical feature that distinguishes the previous Evo 4-6 models from the new Evo 7 ACD is an extension of the technology used in for the anti yaw control systems (AYC) employed in various previous Mitsubishi models in the rear axle position. The ACD system comprises an electric motor, driving an oil pump which pressures an oil reservoir to a peak 16-bar pressure. This reserve of “SYSTEM PRESSURE” is fed to the piston of the ACD plate pack via a modulation (proportion) valve. The modulation valve is software controlled by the “ACD ECU (electronic control unit).
The control inputs for the ACD electronic control unit are
4 wheel speeds
G force both lateral and longitudinal
Throttle position – a variable value
Braking state - on or off
Steering angle – neutral position (straight ahead) and off centre position provided by 3 optical inputs generated by rotation of the steering wheel.
Handbrake state – on or off
System pressure – Hydraulic pressure state
Mode switch state – to select Gravel, Snow or Asphalt software strategy (maps)
We fitted a Motorsport logging system to the E7 RS test car during our 90 mile shakedown run of the new car (in the well knownYorkshire Forest complex) prior to the Network Q Rally GB. The test data from the ACD system has provided a full understanding of how the system functions and it’s efficency.
The “Gravel” and “Snow” software strategies are similar; Gravel has the highest ultimate locking value of the two. In “Asphalt” mode a unique software strategy is employed
The system is technically far superior to the preceding Evo models VC centre differential systems. The centre differential performing well and able to limit front to rear axle “slip” on full throttle to a mean of around 0.6% on a slippery gravel surface. To put this in perspective, a good condition VC unit on a Evo 4,5 or 6 would struggle to be better than 30% aggregate slip value, which is traction going out of the window.
Pressure can be introduced and lost within the ACD system at speeds surprisingly close to WRC car standards, which has allowed Mitsubishi engineers to use a complex and sophisticated software control strategy
Mitsubishi ACD - “active centre differential system” ACD is the new major technical feature that distinguishes the previous Evo 4-6 models from the new Evo 7 ACD is an extension of the technology used in for the anti yaw control systems (AYC) employed in various previous Mitsubishi models in the rear axle position. The ACD system comprises an electric motor, driving an oil pump which pressures an oil reservoir to a peak 16-bar pressure. This reserve of “SYSTEM PRESSURE” is fed to the piston of the ACD plate pack via a modulation (proportion) valve. The modulation valve is software controlled by the “ACD ECU (electronic control unit).
The control inputs for the ACD electronic control unit are
4 wheel speeds
G force both lateral and longitudinal
Throttle position – a variable value
Braking state - on or off
Steering angle – neutral position (straight ahead) and off centre position provided by 3 optical inputs generated by rotation of the steering wheel.
Handbrake state – on or off
System pressure – Hydraulic pressure state
Mode switch state – to select Gravel, Snow or Asphalt software strategy (maps)
We fitted a Motorsport logging system to the E7 RS test car during our 90 mile shakedown run of the new car (in the well knownYorkshire Forest complex) prior to the Network Q Rally GB. The test data from the ACD system has provided a full understanding of how the system functions and it’s efficency.
The “Gravel” and “Snow” software strategies are similar; Gravel has the highest ultimate locking value of the two. In “Asphalt” mode a unique software strategy is employed
The system is technically far superior to the preceding Evo models VC centre differential systems. The centre differential performing well and able to limit front to rear axle “slip” on full throttle to a mean of around 0.6% on a slippery gravel surface. To put this in perspective, a good condition VC unit on a Evo 4,5 or 6 would struggle to be better than 30% aggregate slip value, which is traction going out of the window.
Pressure can be introduced and lost within the ACD system at speeds surprisingly close to WRC car standards, which has allowed Mitsubishi engineers to use a complex and sophisticated software control strategy
Great stuff guys keep it coming
Originally Posted by Crazy4Cars
How does the Active Centre Differential system work?
Mitsubishi ACD - “active centre differential system” ACD is the new major technical feature that distinguishes the previous Evo 4-6 models from the new Evo 7 ACD is an extension of the technology used in for the anti yaw control systems (AYC) employed in various previous Mitsubishi models in the rear axle position. The ACD system comprises an electric motor, driving an oil pump which pressures an oil reservoir to a peak 16-bar pressure. This reserve of “SYSTEM PRESSURE” is fed to the piston of the ACD plate pack via a modulation (proportion) valve. The modulation valve is software controlled by the “ACD ECU (electronic control unit).
The control inputs for the ACD electronic control unit are
4 wheel speeds
G force both lateral and longitudinal
Throttle position – a variable value
Braking state - on or off
Steering angle – neutral position (straight ahead) and off centre position provided by 3 optical inputs generated by rotation of the steering wheel.
Handbrake state – on or off
System pressure – Hydraulic pressure state
Mode switch state – to select Gravel, Snow or Asphalt software strategy (maps)
We fitted a Motorsport logging system to the E7 RS test car during our 90 mile shakedown run of the new car (in the well knownYorkshire Forest complex) prior to the Network Q Rally GB. The test data from the ACD system has provided a full understanding of how the system functions and it’s efficency.
The “Gravel” and “Snow” software strategies are similar; Gravel has the highest ultimate locking value of the two. In “Asphalt” mode a unique software strategy is employed
The system is technically far superior to the preceding Evo models VC centre differential systems. The centre differential performing well and able to limit front to rear axle “slip” on full throttle to a mean of around 0.6% on a slippery gravel surface. To put this in perspective, a good condition VC unit on a Evo 4,5 or 6 would struggle to be better than 30% aggregate slip value, which is traction going out of the window.
Pressure can be introduced and lost within the ACD system at speeds surprisingly close to WRC car standards, which has allowed Mitsubishi engineers to use a complex and sophisticated software control strategy
Mitsubishi ACD - “active centre differential system” ACD is the new major technical feature that distinguishes the previous Evo 4-6 models from the new Evo 7 ACD is an extension of the technology used in for the anti yaw control systems (AYC) employed in various previous Mitsubishi models in the rear axle position. The ACD system comprises an electric motor, driving an oil pump which pressures an oil reservoir to a peak 16-bar pressure. This reserve of “SYSTEM PRESSURE” is fed to the piston of the ACD plate pack via a modulation (proportion) valve. The modulation valve is software controlled by the “ACD ECU (electronic control unit).
The control inputs for the ACD electronic control unit are
4 wheel speeds
G force both lateral and longitudinal
Throttle position – a variable value
Braking state - on or off
Steering angle – neutral position (straight ahead) and off centre position provided by 3 optical inputs generated by rotation of the steering wheel.
Handbrake state – on or off
System pressure – Hydraulic pressure state
Mode switch state – to select Gravel, Snow or Asphalt software strategy (maps)
We fitted a Motorsport logging system to the E7 RS test car during our 90 mile shakedown run of the new car (in the well knownYorkshire Forest complex) prior to the Network Q Rally GB. The test data from the ACD system has provided a full understanding of how the system functions and it’s efficency.
The “Gravel” and “Snow” software strategies are similar; Gravel has the highest ultimate locking value of the two. In “Asphalt” mode a unique software strategy is employed
The system is technically far superior to the preceding Evo models VC centre differential systems. The centre differential performing well and able to limit front to rear axle “slip” on full throttle to a mean of around 0.6% on a slippery gravel surface. To put this in perspective, a good condition VC unit on a Evo 4,5 or 6 would struggle to be better than 30% aggregate slip value, which is traction going out of the window.
Pressure can be introduced and lost within the ACD system at speeds surprisingly close to WRC car standards, which has allowed Mitsubishi engineers to use a complex and sophisticated software control strategy
Last edited by evo 8 ya; Feb 4, 2005 at 06:05 AM.
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