AYC，ACD，ASC，ABS共同组成了三菱的S-AWC（超级全轮控制）超级全轮控制系统，其中AYC，ACD是S-AWC里的核心组成部分。
Photograph: ACD active differential
ACD ( Active Center Differential ) is the active center differential English abbreviations, first appeared in the great change of Evolution VII. The role of ACD is through a limited slip differential control of front and rear wheel power output, limited slip differential consists of electronic control hydraulic multi-plate clutch. Active center differential can timely control of differential slip force, to ensure maximum traction force and will not affect steering. Moving in a straight line, owing to the front and rear wheel speed difference is almost the same, ACD is a release state, ensure that the vehicle acceleration, braking stability; curves, differential moderate locking, increase the steering response. ACD according to the speed, the steering angle, steering speed by the electronic control to ensure optimum traction and steering response; when needing to lock the anteroposterior axis of time, ACD binding. This is connected with the central differential two conical gear housing shaft combined, that is to say, two conical gear rigid connection, before and after the shaft will no longer generate rotational speed difference, before and after the shaft power is 50:50 distribution, and in order to overcome the bad road resistance. Because Evolution uses is the transverse engine layout, the differential arrangement using a unique design: 1 used a shell shaft technology and hydraulic clutch for front and rear axle differential lock; 2 front differential and center differential in coaxial position and with the engine crankshaft parallel; 3 on the front and rear axle differential the lock is through to the two casing shaft locking implementation.
ACD ( Active Center Differential ) is the active center differential English abbreviations, first appeared in the great change of Evolution VII. The role of ACD is through a limited slip differential control of front and rear wheel power output, limited slip differential consists of electronic control hydraulic multi-plate clutch. Active center differential can timely control of differential slip force, to ensure maximum traction force and will not affect steering. Moving in a straight line, owing to the front and rear wheel speed difference is almost the same, ACD is a release state, ensure that the vehicle acceleration, braking stability; curves, differential moderate locking, increase the steering response. ACD according to the speed, the steering angle, steering speed by the electronic control to ensure optimum traction and steering response; when needing to lock the anteroposterior axis of time, ACD binding. This is connected with the central differential two conical gear housing shaft combined, that is to say, two conical gear rigid connection, before and after the shaft will no longer generate rotational speed difference, before and after the shaft power is 50:50 distribution, and in order to overcome the bad road resistance. Because Evolution uses is the transverse engine layout, the differential arrangement using a unique design: 1 used a shell shaft technology and hydraulic clutch for front and rear axle differential lock; 2 front differential and center differential in coaxial position and with the engine crankshaft parallel; 3 on the front and rear axle differential the lock is through to the two casing shaft locking implementation.
YC ( Active Yaw Control system ) is the active deflection control system of English abbreviations, the system first appeared in 1996 four generation Lancer Evolution. Now the S-AWC integration is the improved super active deflection control of Super AYC. Super AYC appeared in 2001 ( Evolution VII ), can make the two rear wheel torque output, according to actual needs of torque output, to meet the demand on the body of the deflection control. The technology of the highest state is 4 wheels provide a corresponding torque.
When the need to take power from the left half shaft passes to the right half shaft when, the green clutch. The power through the purple rear axle differential gear casing passes to blue, is passed to the green shell axis, finally delivered to the right half shaft. When the need to take power from the right half shaft passes to the left half axis at the time, red clutch. The power through the right half shaft transmission to red clutch drives the shell axis, through the blue to purple gear transmission differential casing, finally transferred to the left half shaft. For example, when oversteering, will give the inner wheel torque makes more oversteer condition reduce understeer; similarly, to the outside wheels provide a little more torque.
As for the other two equipment -- ASC and ABS, ABS do not have introduced it, anti-lock braking system is a perfectly normal automotive equipment. ASC also is not what new product, and ESP electronic stability system 's name is different, the function does not exist big difference.
When the need to take power from the left half shaft passes to the right half shaft when, the green clutch. The power through the purple rear axle differential gear casing passes to blue, is passed to the green shell axis, finally delivered to the right half shaft. When the need to take power from the right half shaft passes to the left half axis at the time, red clutch. The power through the right half shaft transmission to red clutch drives the shell axis, through the blue to purple gear transmission differential casing, finally transferred to the left half shaft. For example, when oversteering, will give the inner wheel torque makes more oversteer condition reduce understeer; similarly, to the outside wheels provide a little more torque.
As for the other two equipment -- ASC and ABS, ABS do not have introduced it, anti-lock braking system is a perfectly normal automotive equipment. ASC also is not what new product, and ESP electronic stability system 's name is different, the function does not exist big difference.
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