Evo X S-AWC
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Evo X S-AWC
http://www.worldcarfans.com/news.cfm...-wheel-control
New Mitsubishi Super All Wheel Control System
Destined for new Evo
Mitsubishi Motors Corporation has developed two new component systems that are expected to feature in the new Lancer Evolution, due to be launched this autumn. S-AWC (Super All Wheel Control) is an advanced vehicle dynamics control system that regulates drive torque at each wheel. Twin Clutch SST (Sport Shift Transmission) is an automated manual transmission that delivers slicker shifting through the gears while freeing the driver from the need to operate the clutch.
In line with its corporate philosophy, Mitsubishi Motors strives to deliver a dynamic driving experience while making advances to keep drivers safe. Twin Clutch SST and S-AWC do so by making driving more intuitive. Both the systems work to efficiently distribute power appropriate to road conditions, and deliver outstanding control and stability maintained by an "intelligent" system that reads and reflects driver intent in real time.
S-AWC
The system now adds an ASC (Active Stability Control) feature to the ACD (Active Center Differential), AYC (Active Yaw Control) and Sport ABS (Sport Antilock Brake System) components that have proven themselves in the Lancer Evolution series. Integrated system management of these four components allows regulation of torque and braking force at each wheel. S-AWC also now employs yaw rate feedback control. This allows the system to control each wheel under a wide range of driving conditions, thus realizing vehicle behavior that faithfully reflects driver inputs and allows drivers of all abilities to enjoy sporty motoring with confidence.
Twin Clutch SST
MMC's new automated manual transmission employs dual clutches to realize power transmission efficiencies on a par with a normal manual gearbox while also allowing slick and swift shifting. Allowing drivers of all abilities to shift rapidly up and down through the gears, Twin Clutch SST delivers satisfying acceleration while also returning superior fuel mileage thanks to its high-efficiency power transmission mechanism. The new transmission also features three operating modes tailored to different situations: from around-town drivability to instant-response and follow-the-line sporty motoring on the open road.
S-AWC (Super All Wheel Control)
(1) System overview
The S-AWC vehicle dynamics control system integrates management of all its AYC, ACD, ASC and Sport ABS components (see below) while adding braking force control to Mitsubishi Motors' own AYC system. As a result S-AWC elevates drive power, cornering performance as well as vehicle stability under all driving situations, from everyday motoring to emergency evasion maneuvers.
(2) ACD (Active Center Differential)
The Active Center Differential incorporates an electronically-controlled hydraulic multi-plate clutch. The system optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states to optimize front/rear wheel torque split and thereby producing the best balance between traction and steering response.
(3) AYC (Active Yaw Control)
AYC uses a torque transfer mechanism in the rear differential to control rear wheel torque differential for different driving conditions and so limit the yaw moment that acts on the vehicle body and enhance cornering performance. AYC also acts like a limited slip differential by suppressing rear wheel slip to improve traction. The first component of its type, AYC was first used in the Lancer Evolution IV launched in April 1996. It then took an evolutionary step forward in the Lancer Evolution VIII launched in January 2003 as the Super AYC when it switched from the use of a bevel gear to a planetary gear differential, thereby doubling the amount of torque it was able to transfer. In comparison to the system used in the Lancer Evolution IX, AYC now features yaw rate feedback control using a yaw rate sensor and also gains braking force control. Accurately determining the cornering dynamics on a real-time basis, the system operates to control vehicle behavior through corners and realize vehicle behavior that more closely mirrors driver intent.
(4) ASC (Active Stability Control)
The ASC system stabilizes vehicle attitude while maintaining optimum traction by regulating engine power and the braking force at each wheel. Taking a step beyond the previous generation Lancer Evolution, the fitting of a brake pressure sensor at each wheel allows more precise and positive control of braking force. ASC improves traction under acceleration by preventing the driving wheels from spinning on slippery surfaces. It also elevates vehicle stability by suppressing skidding in an emergency evasive maneuver or the result of other sudden steering inputs.
(5) Sport ABS (Sport Anti-lock Braking System)
ABS allows the driver to maintain steering control and keeps the vehicle stable by preventing the wheels from locking under heavy braking or when braking on slippery surfaces. The addition of yaw rate sensors and brake pressure sensors to the Sport ABS system has improved braking performance through corners compared to the Lancer Evolution IX.
(6) S-AWC control system
The use of engine torque and brake pressure information in the regulation of the ACD and AYC components allows the S-AWC system to determine more quickly whether the vehicle is accelerating or decelerating. S-AWC also employs yaw rate feedback for the first time. The system helps the driver follow his chosen line more closely by comparing how the car is running, as determined from data from the yaw rate sensors, and how the driver wants it to behave, as determined from steering inputs, and operates accordingly to correct any divergence. The addition of braking force regulation to AYC's main role of transferring torque between the right and left wheels allows S-AWC to exert more control over vehicle behavior in on-the-limit driving situations. Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, AYC's new braking force control feature works in concert with torque transfer regulation to realize higher levels of cornering performance and vehicle stability.
Using integrated management of the ASC and ABS systems allows S-AWC to effectively and seamlessly control vehicle dynamics when accelerating, decelerating or cornering under all driving conditions. S-AWC offers three operating modes: TARMAC for dry, paved surfaces; GRAVEL for wet or unmade surfaces, and SNOW for snow covered surfaces. When the driver selects the mode best suited to current road surface conditions S-AWC operates to control vehicle behavior accordingly and allow the driver to extract the maximum dynamic performance from his vehicle.
Twin Clutch SST (Sport Shift Transmission)
(1) The mechanism
Twin Clutch SST puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts, each connected to an individual clutch. With both clutches under precise system control, this arrangement allows lightening-fast, smooth and lag-free gear changes with no interruption in power delivery. Using clutches instead of a torque converter to transmit power makes the Twin Clutch SST simpler in structure and reduces power transmission losses for higher transmission efficiency that leads to improved fuel mileage.
(2) Drive modes
Twin Clutch SST allows the driver to switch between three shifting programs — Normal, Sport and S-Sport — to cover the full range of driving situations, from town use to sporty motoring on open roads.
a. Normal mode
For use around town and other normal driving situations, Normal mode scheduling uses relatively low-speed shift points to deliver unobtrusive shifting for maximum comfort together with optimum fuel economy.
b. Sport mode
For use when driving in the mountains or when engine braking is required, Sport mode scheduling uses higher shift points and quicker shifting to deliver instant throttle response that instills in the driver a closer man/machine relationship.
c. S-Sport mode
Compared with Sport mode, S-Sport mode scheduling keeps the engine turning at higher revs while allowing lightening-fast shifting.
Destined for new Evo
Mitsubishi Motors Corporation has developed two new component systems that are expected to feature in the new Lancer Evolution, due to be launched this autumn. S-AWC (Super All Wheel Control) is an advanced vehicle dynamics control system that regulates drive torque at each wheel. Twin Clutch SST (Sport Shift Transmission) is an automated manual transmission that delivers slicker shifting through the gears while freeing the driver from the need to operate the clutch.
In line with its corporate philosophy, Mitsubishi Motors strives to deliver a dynamic driving experience while making advances to keep drivers safe. Twin Clutch SST and S-AWC do so by making driving more intuitive. Both the systems work to efficiently distribute power appropriate to road conditions, and deliver outstanding control and stability maintained by an "intelligent" system that reads and reflects driver intent in real time.
S-AWC
The system now adds an ASC (Active Stability Control) feature to the ACD (Active Center Differential), AYC (Active Yaw Control) and Sport ABS (Sport Antilock Brake System) components that have proven themselves in the Lancer Evolution series. Integrated system management of these four components allows regulation of torque and braking force at each wheel. S-AWC also now employs yaw rate feedback control. This allows the system to control each wheel under a wide range of driving conditions, thus realizing vehicle behavior that faithfully reflects driver inputs and allows drivers of all abilities to enjoy sporty motoring with confidence.
Twin Clutch SST
MMC's new automated manual transmission employs dual clutches to realize power transmission efficiencies on a par with a normal manual gearbox while also allowing slick and swift shifting. Allowing drivers of all abilities to shift rapidly up and down through the gears, Twin Clutch SST delivers satisfying acceleration while also returning superior fuel mileage thanks to its high-efficiency power transmission mechanism. The new transmission also features three operating modes tailored to different situations: from around-town drivability to instant-response and follow-the-line sporty motoring on the open road.
S-AWC (Super All Wheel Control)
(1) System overview
The S-AWC vehicle dynamics control system integrates management of all its AYC, ACD, ASC and Sport ABS components (see below) while adding braking force control to Mitsubishi Motors' own AYC system. As a result S-AWC elevates drive power, cornering performance as well as vehicle stability under all driving situations, from everyday motoring to emergency evasion maneuvers.
(2) ACD (Active Center Differential)
The Active Center Differential incorporates an electronically-controlled hydraulic multi-plate clutch. The system optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states to optimize front/rear wheel torque split and thereby producing the best balance between traction and steering response.
(3) AYC (Active Yaw Control)
AYC uses a torque transfer mechanism in the rear differential to control rear wheel torque differential for different driving conditions and so limit the yaw moment that acts on the vehicle body and enhance cornering performance. AYC also acts like a limited slip differential by suppressing rear wheel slip to improve traction. The first component of its type, AYC was first used in the Lancer Evolution IV launched in April 1996. It then took an evolutionary step forward in the Lancer Evolution VIII launched in January 2003 as the Super AYC when it switched from the use of a bevel gear to a planetary gear differential, thereby doubling the amount of torque it was able to transfer. In comparison to the system used in the Lancer Evolution IX, AYC now features yaw rate feedback control using a yaw rate sensor and also gains braking force control. Accurately determining the cornering dynamics on a real-time basis, the system operates to control vehicle behavior through corners and realize vehicle behavior that more closely mirrors driver intent.
(4) ASC (Active Stability Control)
The ASC system stabilizes vehicle attitude while maintaining optimum traction by regulating engine power and the braking force at each wheel. Taking a step beyond the previous generation Lancer Evolution, the fitting of a brake pressure sensor at each wheel allows more precise and positive control of braking force. ASC improves traction under acceleration by preventing the driving wheels from spinning on slippery surfaces. It also elevates vehicle stability by suppressing skidding in an emergency evasive maneuver or the result of other sudden steering inputs.
(5) Sport ABS (Sport Anti-lock Braking System)
ABS allows the driver to maintain steering control and keeps the vehicle stable by preventing the wheels from locking under heavy braking or when braking on slippery surfaces. The addition of yaw rate sensors and brake pressure sensors to the Sport ABS system has improved braking performance through corners compared to the Lancer Evolution IX.
(6) S-AWC control system
The use of engine torque and brake pressure information in the regulation of the ACD and AYC components allows the S-AWC system to determine more quickly whether the vehicle is accelerating or decelerating. S-AWC also employs yaw rate feedback for the first time. The system helps the driver follow his chosen line more closely by comparing how the car is running, as determined from data from the yaw rate sensors, and how the driver wants it to behave, as determined from steering inputs, and operates accordingly to correct any divergence. The addition of braking force regulation to AYC's main role of transferring torque between the right and left wheels allows S-AWC to exert more control over vehicle behavior in on-the-limit driving situations. Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, AYC's new braking force control feature works in concert with torque transfer regulation to realize higher levels of cornering performance and vehicle stability.
Using integrated management of the ASC and ABS systems allows S-AWC to effectively and seamlessly control vehicle dynamics when accelerating, decelerating or cornering under all driving conditions. S-AWC offers three operating modes: TARMAC for dry, paved surfaces; GRAVEL for wet or unmade surfaces, and SNOW for snow covered surfaces. When the driver selects the mode best suited to current road surface conditions S-AWC operates to control vehicle behavior accordingly and allow the driver to extract the maximum dynamic performance from his vehicle.
Twin Clutch SST (Sport Shift Transmission)
(1) The mechanism
Twin Clutch SST puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts, each connected to an individual clutch. With both clutches under precise system control, this arrangement allows lightening-fast, smooth and lag-free gear changes with no interruption in power delivery. Using clutches instead of a torque converter to transmit power makes the Twin Clutch SST simpler in structure and reduces power transmission losses for higher transmission efficiency that leads to improved fuel mileage.
(2) Drive modes
Twin Clutch SST allows the driver to switch between three shifting programs — Normal, Sport and S-Sport — to cover the full range of driving situations, from town use to sporty motoring on open roads.
a. Normal mode
For use around town and other normal driving situations, Normal mode scheduling uses relatively low-speed shift points to deliver unobtrusive shifting for maximum comfort together with optimum fuel economy.
b. Sport mode
For use when driving in the mountains or when engine braking is required, Sport mode scheduling uses higher shift points and quicker shifting to deliver instant throttle response that instills in the driver a closer man/machine relationship.
c. S-Sport mode
Compared with Sport mode, S-Sport mode scheduling keeps the engine turning at higher revs while allowing lightening-fast shifting.
Evolving Member
Joined: Jul 2004
Posts: 302
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From: Cincinnati, OH
Why would you say this? I am sure the folks at Mitsu wouldn't create this beast for the overseas market and then send us a piece of junk without any of the bells and whistles. For one, it would take more money to strip the car of all these goodies. Two, MMNA would not release a new Evo that is worse than the previous generation. Plus, these have already been promised to potential customers through every press release since rumors of the Evo X were first heard.
An Evo without any of these items above is not an Evo.
An Evo without any of these items above is not an Evo.
Evolving Member
Joined: Sep 2005
Posts: 169
Likes: 0
From: Residing in california for now
Why would you say this? I am sure the folks at Mitsu wouldn't create this beast for the overseas market and then send us a piece of junk without any of the bells and whistles. For one, it would take more money to strip the car of all these goodies. Two, MMNA would not release a new Evo that is worse than the previous generation. Plus, these have already been promised to potential customers through every press release since rumors of the Evo X were first heard.
An Evo without any of these items above is not an Evo.
An Evo without any of these items above is not an Evo.
Evolving Member
Joined: Feb 2004
Posts: 305
Likes: 0
From: North Las Vegas
Yes but that's for the CT9A series (Evo 8 and 9). ACD and the front LSD wasn't initially offered until the 05 model year and SAYC was never available. However, with the evo X, all sources have indicated that all these features WILL be offered here in the US and the rest of the world since mitsu plans on the evo X being a global car (one car model and features set for all car markets).
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Newbie
Joined: Apr 2007
Posts: 98
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From: Bay Area
Why would you say this? I am sure the folks at Mitsu wouldn't create this beast for the overseas market and then send us a piece of junk without any of the bells and whistles. For one, it would take more money to strip the car of all these goodies. Two, MMNA would not release a new Evo that is worse than the previous generation. Plus, these have already been promised to potential customers through every press release since rumors of the Evo X were first heard.
An Evo without any of these items above is not an Evo.
An Evo without any of these items above is not an Evo.
even if we dont' get the AYC and S-AWC, that doesn't necessarily mean that the evo X will be worse than the evo IX, so the second point doesn't really have merit either.
Evolved Member
Joined: Jun 2007
Posts: 846
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From: tsukuba turn 4
MMNA has already done that on USDM evos, and the JDM market has been doing that for years with various other manufacturers. what makes you think they'll cave and give the full package now?
even if we dont' get the AYC and S-AWC, that doesn't necessarily mean that the evo X will be worse than the evo IX, so the second point doesn't really have merit either.
even if we dont' get the AYC and S-AWC, that doesn't necessarily mean that the evo X will be worse than the evo IX, so the second point doesn't really have merit either.
the evo x on the other hand is gonna be a world car. it was designed with all markets in mind.
all this doesn't really matter because mitsu unveiled the prototype x in detroit and said S-AWC was gonna be a feature so there's NO question it'll be present.
i think the problem was that you couldn't have the AYC with left hand drive. the demand by dealers was high after subaru came over with the WRX and the so called gran turismo generation was ready and able to buy these cars. so mitsu gave us a watered down evo because it wasn't designed to be left hand drive.
the evo x on the other hand is gonna be a world car. it was designed with all markets in mind.
all this doesn't really matter because mitsu unveiled the prototype x in detroit and said S-AWC was gonna be a feature so there's NO question it'll be present.
the evo x on the other hand is gonna be a world car. it was designed with all markets in mind.
all this doesn't really matter because mitsu unveiled the prototype x in detroit and said S-AWC was gonna be a feature so there's NO question it'll be present.