Center Differential),
AYC*3 (Active Yaw Control) and Sport ABS*4 (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.
*1, *2, *3, *4: see following for details
1. 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.
2.
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. |
