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Mitsubishi Motors Develops S-AWC Vehicle Dynamics Control System & Twin Clutch SST Automated Manual Transmission

m4d35 — Tue, 01 Jun 2010 14:08:22 +0000

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.

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Mitsubishi Colt 6-speed AMT Brake Shift Transmission Module PDF Manual Reference

m4d35 — Mon, 19 Apr 2010 11:59:51 +0000

In cooperation with Eindhoven University of Technology, Drivetrain Innovations BV (DTI) develops a Brake Shift Transmission-module (BST-module) which can eliminate the driving torque interruptions during gearshifts of an automated manual transmission (AMT). A Mitsubishi Colt with a 6-speed AMT is in use to test this new module. The gearshift programme of this vehicle is called “Allshift”. In order to compare the performance of the BST in the future with a reference this test vehicle needs to run a test programme. Aspects like driveability, acceleration and fuel economy are very important in such a test programme. The assignment was to make and perform a test programme, which can map the most important driving characteristics of the Mitsubishi. Because of time shortage, fuel economy and emissions could not be measured within this project

In the literature many examples of problems concerning AMTs can be found. There are many developers and manufacturers of gearboxes working on solutions to overcome these problems. In this section such problems are described in order to show that there is a great market for solutions that make the AMT more driveable and popular. 2.1 AMT as “bolt on” system Motorsports and automotive technology consultant Prodrive and Italian transmission manufacturer Graziano in “Automotive Engineering International”: The problem is that current AMT systems are just as the name suggests—automated versions of existing manual gearboxes. The addition of hydraulic or electric actuators merely replicates the action of the driver-operated manual gear lever. It means that this type of AMT system is limited by the mechanical gearbox and clutch hardware and as such exhibits manual gearshift characteristics, such as slow up shifts with long torque interruptions and unpleasant torque reversal effects. The result is that unlike conventional automatics, such systems do not provide smooth shifting with carefree throttle operation, and unsatisfactory AMT clutch control leads to poor creep and park functions. 2.2 Fuel economy and costs Hitachi Group: In order to achieve widespread acceptance as a replacement for conventional transmissions, the next generation transmission must provide the good fuel economy of an MT, the effortless shifting of an AT, and must also be compact and affordable. Unfortunately, the conventional AMT fails to achieve the seamless shifting of an AT and the twin-clutch AMT is difficult to implement compactly and cost effectively.

In this section the working principle of the AMT is explained. The AMT in our test vehicle -a 1.5 litre Mitsubishi Colt- is a 6-speed gearbox with a shift programme which is called “Allshift”. The gearbox consists of speed gear sets with a special layout with two individual drums, which control the shift forks of the different gears. The so-called twin drum shift system is the hart of quicker shifting. Each drum moves a set of two forks, which are connected, to the synchromeshes. As can be seen in figure 1 drum one is connected to the shift fork controlling 1st and 3rd gear and the shift fork controlling 5th and 6th gear and drum 2 is connected to the shift fork controlling 2nd and 4th gear and reverse. By controlling both drums we are able to move the synchromesh towards the 2nd gear at the same time as we release the synchromesh from the 1st gear when shifting from 1st to 2nd gear

Brake Shift Technology (BST) The main design objectives of the BST are to eliminate the driving torque interruption during gearshifts and design the BST module as a plug-in module for the AMT. Therefore, a planetary gear and brake are added to the AMT. In Figure 4 the schematic layout of a BST power train is depicted. The annulus gear is connected to the brake, the carrier gear is connected via a reduction to the secondary transmission shaft and the sun gear is connected to the engine flywheel. In this configuration, the BST system acts as a parallel path over the AMT through which torque transmittal to the wheels can be continued when the clutch is open. The geometric parameter z and the reduction are chosen such that the sun gear’s speed is zero between 3rd and 4th gear. For that reason the BST can only eliminate drive torque interruption in the first four gears

In order to compare the performance of the BST in the future with a reference, the test vehicle needs to run a test programme. Table 1 is a representation of the tests performed with the vehicle. One can see that there is a distinction between 3 test-categories. The tests are performed in order to map the driveability and the acceleration performance of the car. It was not possible to do a fuel economy test in this stage of development. All these tests where firstly done on a roller bench. The acceleration-tests from zero to the maximum speed are done with different acceleration pedal percentages. This is done in order to check if there is a difference in time for opening the clutch and synchronising the gears and to measure the difference in torque at the driveshaft. The 100% throttle measurement is also important to compare the acceleration from 0 to 100 km/h, which is an important value when comparing car performances. These tests are done twice, with cold and hot engine, so the engine heat wouldn’t influence different measurements

Furthermore acceleration-tests have been performed at starting speed of 40, 60 and 80 km/h. The downshift situation occurs during a so-called “kick-down” when for a relatively short period extra toque is needed at the wheels, for example, to overtake another vehicle in critical situations. Because our test vehicle has apart from the 100% throttle position a special kick-down button under the acceleration pedal we did this test for both situations. At 60 km/h the tests were done starting both in 4th and 5th gear. The test vehicle in auto mode shifts to 5th gear at this speed. This is probably done in order to save fuel. To inhibit the 4th gear at 60 km/h we drive in manual mode, which is overruled when pushing a kick-down. A practical experience with the AMT gearbox is the reason for doing some special cornering tests. The AMT will shift back when one is driving at a certain low speed in 2nd or 3rd gear and one kicks down the accelerator pedal. This is very annoying because the gearshift will take a large amount of time just when the driver regrets for extra torque to the wheels. This can even lead to dangerous situations in daily traffic. Therefore we want to know what BST can improve on this aspect. This will become clearer in the simulations and animations of these events. (Chapter

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Total Boost Controller General And Vehicle Specific PDF Installation Manual

m4d35 — Sat, 23 Jan 2010 13:30:00 +0000

BEFORE INSTALLING THIS PRODUCT:
• Make sure to follow all the vehicle specific instructions carefully or damage to the product can result.
• Make sure that the TBC-1 wire harness does not interfere with any moving parts under the hood. Failure to do so may result in shorts.
• Make sure to follow the vacuum hose connections carefully or serious damage to your engine could result.
• Make sure that you remove the two orange caps and one red cap from the solenoid manifold before installing.
• If your vehicle is not listed in this manual please call our customer service department for specific instructions for your vehicle.
• BEFORE INSTALLING read entire manual and verify that the kit contains all the parts necessary for installation. See the TBC-1 Parts List table in the back of this manual for the list of materials provided in this kit. Disconnect the Negative cable of the battery BEFORE proceeding with installation. Failure to do so may result in severe damage to the unit or the engine.WORLD electronics is NOT responsible for any damages to the
engine, vehicle or TBC-1, caused by an installation error. Installation of this product should only be performed by an experienced installer. Installation requires many skills, please refer installation to a qualified, experienced installer.

INSTALLING THE TBC-1 KIT:
1. Disconnect the Negative cable from the battery. *NOTE: When the negative battery cable is disconnected, you may erase data in your audio or navigation components. Please be sure to write down all security parameters before disconnecting the battery.
2. Locate the ECU (Electronic Control Unit) by looking up your vehicle in the Vehicle Specific Wiring and Vacuum Hose Connection Guide starting on Page 51 and finding the letter that represents the location in the ECU Location Drawing on Page 49.
3. Locate a suitable location through the firewall to route the wire harness (the hole must be at least –” in diameter to accommodate the harness connectors. See the diagram below regarding which wires are routed through the firewall. If an existing hole is not found, then a hole must be drilled through the firewall with a 5/8” drill bit. Use the supplied rubber grommet (part number WE-6000.0009) and route the wires through the grommet and hole. Make sure that a grommet (existing or supplied) is used when routing the harness through the firewall or shorts can occur as shown in figure below. Failure to abide by this precaution may cause a potentially hazardous situation which, if not avoided, may result in minor or moderate injury.

4. Using the Vehicle Specific ECU and Vacuum Hose Connection Guide (see page 51), locate your vehicle model and year. Following the guide, connect the TBC-1 harness to the ECU according to the features desired. *NOTE: you only need to connect the wires that are needed for the features you intend to use. See the chart below to determine the connections that are required to utilize desired features. Refer also to the General Wiring Diagram on the next page.

5. Wrap all connections with electrical tape.
6. Mount the Solenoid under the hood, near the wastegate on the firewall or inner fender. The solenoids are mounted using the solenoid mounting hardware (part WORLD electronics Total Boost Control (TBC-1) Customer Service: 800-523-0427 Page 46 of 63.

7. Mount the Pressure Sensor under the hood away from high heat but close to the intake manifold of the engine using the supplied strap bracket (part number WE-6000.0013). Mount all TBC engine compartment components (pressure sensor and solenoid) away from excessive heat. Failure to do so can cause damage to the components and render the unit inoperative. Route all wiring away from excessive heat. Failure to do so can cause the wire to melt rendering the unit inoperative.
8. Connect the wire harness connectors to the Pressure Sensor and the Solenoid (the harness connectors are opposite so that the wrong connector cannot be used). Connect the ring tongue terminal from the Pressure Sensor connector to a suitable screw for grounding to the vehicle chassis. (Make sure this is a good ground connection) NOTE: Make sure the connectors go together correctly and “snap” for a good connection.
9. Disconnect the existing vacuum hose/hoses from the wastegate actuator to the existing wastegate solenoid valve or VSV (Vacuum Switching Valve). Plug up the port going to the wastegate actuator on the existing solenoid valve (see your specific vacuum hose diagram in the Vehicle Specific Wiring and Vacuum Hose Connection Guide).
10. Connect the vacuum hoses to the Solenoid and the Pressure Sensor according the Vehicle Specific Wiring and Vacuum Hose Connections Guide starting on Page 11. If your vehicle turbo system has been modified (i.e. after-market components added) please see the General Vacuum Hose drawings for single and dual port wastegate types. NOTE: Make sure to place the supplied hose clamps (part number WE- 6000.0016) on every vacuum hose connection….

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Mitsubishi Mirage 1992 Steering Gear System PDF Manual Guide

m4d35 — Tue, 05 Jan 2010 23:55:00 +0000

DESCRIPTION Steering gear is a rack and pinion type. Steering gear is connected to steering knuckles by tie rods. A flexible coupling connects steering column to steering gear pinion shaft. See Fig. 1.

Removal
1) Disconnect negative battery cable. Raise and support vehicle. Remove both wheels. On Colt Vista, remove dust cover bolts. On all models, remove steering column flexible joint-to-pinion shaft clamp bolt(s). Clamp bolt is accessible from inside of vehicle.
2) Remove tie rod end cotter pins and castle nuts. Using a tie rod end puller, separate tie rods from steering knuckles. On Colt Vista, remove crossmember support bracket and rear roll stopper stay. On Eclipse, remove stabilizer bar bracket, front roll stopper bolts, center member rear mounting bolts and front exhaust pipe.
3) On all models, remove steering gear mounting clamp bolts. Remove steering gear. DO NOT damage rubber boots. Remove and note location of mounting bushings for installation. To remove rack on Eclipse, move rack completely to the right and remove it from center member. While tilting rack down, move rack left and remove.

Installation To install, reverse removal procedure. Tighten bolts and nuts to specifications. See TORQUE SPECIFICATIONS table at end of article. Check and adjust toe-in. For wheel alignment information, refer to the WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES article in the WHEEL ALIGNMENT section.

OVERHAUL STEERING GEAR
Disassembly
1) Mount steering gear in a soft-jawed vise. Remove tie rod end assemblies. Remove adjusting plug lock nut. See Fig. 1. Remove rack or yoke adjusting screw (plug), plunger spring, rubber cushion and rack support from housing.
2) Pry pinion shaft oil seal from housing. Remove pinion bearing snap ring from housing. Remove pinion bearing with pinion shaft.
3) Remove bearing snap ring from pinion shaft. Using an appropriate sleeve and press, remove bearing from pinion shaft. Remove boot retaining clamps. Remove boots.
4) Using chisel, unstake right side (opposite pinion shaft) rack end tab washer. Move rack all the way toward pinion shaft side housing. Using a copper or brass plate to protect rack teeth, place exposed end of rack in vise.
5) Loosen tie rod ball joint. Remove tie rod from rack. Pulling toward side of pinion shaft, remove rack from housing. See Fig. 2…

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Mitsubishi Lancer 2008 QuickLIFT PDF Installation Guide

m4d35 — Tue, 05 Jan 2010 22:55:00 +0000

Step 1 – Unpack QuickLIFT system and verify contents.
Remove all items from the packing tube. You should have the following before beginning:
* (2) Gas springs (RT-QL-170-A6A) – Be sure to cycle them a few times before installing.
* (4) #2-3/16″ Multi-grip rivets (used on hood brackets)
* (2) ball-studs and washers each with a locking nut.
* (2) mounting brackets
* Printed Color Instructions
* Gas Spring locking clips – (Already installed in the gas spring ball-ends – Remove before assembly)

Step 2 – Gather the required tools.
Please gather the following tools before you begin the installation:
* Power Drill
* 3/16″, indexed #11 & 5/16″ drill bits
* Fine permanent marker or felt tip pen
* Tape measure or ruler
* Masking tape
* Hammer & center punch
* Rivet gun, capable of 3/16″ rivets (most brands can handle this size) Note: Only use the rivets supplied in the QuickLIFT system.

Step 3 – Mark centerline of fender bracket location.
A. Open and prop your hood.
B. Standing on the driver’s side in the middle of the engine compartment, examine the area on the inner fender lip. Note the overhanging fender mounting bolt. The centerline of this bolt should be used to align the ball-stud mounting bracket (offset 3/8” to the left or front of the vehicle). Back of bracket up against lip.
C. Place the bracket on the flat surface aligning either the left edge of the bracket with the metal shown below, or using the measurement shown to the right (centerlines offset by 3/8”).

Step 4 – Align bracket and mark hole for drilling.
A. Verifying the measurement from Step 3, centerline of bracket should be 3/8” to left of the fender bolt. You will need to view the mounting location directly from the top as shown in Figure 4A. The bracket should sit with the left edge aligned with the metal lip shown in the photo and the ball-stud pointing inward toward the engine.
B. Holding bracket in place, mark the center of the right hole using a permanent felt tip marker.
C. Set bracket aside. Using a center punch and a hammer, tap the center of the mark you just made (Figure 4B).

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Mitsubishi Lancer Evolution 2008-2009 Dynojet CMD-1112 PDF Installation Manual

m4d35 — Tue, 05 Jan 2010 21:55:00 +0000

TOOLS REQUIRED
• 10mm socket with ratchet • 12mm socket with ratchet • zip tie cutters • mini flat blade screwdriver

INSTALLATION
1 Using a 12mm socket with ratchet, loosen the nut on the main power distribution block and remove the main power cable. Live power. Dynojet recommends covering the end of the cable with electrical tape to avoid shorting the main power lead.
2 Remove the red and black engine cover.

3 Locate the boost control solenoid connector. The boost control solenoid connector is located near the main power distribution and the air box as shown in Figure A and D.
4 Unplug the boost connector from the boost solenoid.
5 Attach the male boost connector from the CMD harness to the female OEM connector.
6 Attach the female boost connector from the CMD harness to the OEM solenoid.

7 Locate the MAF sensor connector. The MAF sensor connector is located near the main power distribution and the air box as shown in Figure A and F. 8 Unplug the MAF connector from the MAF sensor. 9 Attach the male MAF connector from the CM harness to the female OEM connector. Note: Verify the connectors are secured properly by giving the wires a light tug.

10 Attach the female MAF connector from the CMD harness to the OEM sensor located on the factory air box. 11 Locate the 10mm bolt on top of the PCM cradle. 12 Secure the CMD ground wire to this bolt. 13 Route the CMD harness under the boost and bypass hoses to the top of the engine near the coils. Zip ties are provided for a clean installation. Make sure to leave enough room for engine movement. 14 Locate and disconnect the injector connectors.

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Mitsubishi Lancer Short Throw Shifter PDF Installation Manual

m4d35 — Tue, 05 Jan 2010 20:54:58 +0000

Estimated Installation Time: 30-45 Minutes. Tools Required: Philips head screwdriver, 8mm wrench, 10mm wrench, 12mm wrench, 8mm, 10mm, and 12mm sockets and ratchet, Bench vise and Grinder.

1. Carefully unscrew the stock shift knob.
2. Remove ashtray and screw beneath it.
3. Remove two screws from inside the center console storage compartment.
4. Lift up on the rear section of the center console and unclip it from the front section.
5. Remove plastic screw from the driver’s side of the center console (near the gas pedal). Remove the plastic cover and the pop rivet beneath
it. Then remove the two screws at the rear of the console (were hidden by the rearward part of the center console that was removed).
6. Unclip plastic connector at the rear of the console. Remove entire center console.

7. Loosen and remove the bolts at the front and rear of the plastic assembly. Note the order these parts are in as they must be replaced in the same order later in the installation. The front bolt does not need to be completely removed from the plastic assembly, only pulled out enough to allow the top part of the plastic assembly to be lifted off. Now remove the top of the assembly exposing the top of the shifter main pivot ball.

8. Remove the clip on the bottom of the shifter, which connects it to the lower shifter cable. Remove the plastic pivot cup from the lower shifter
cable. Also remove the clip attaching the left side shifter cable to the shifter arm. The stock shifter can now be removed.

9. For an Evolution 8 follow this step: using a grinder, shave down the sides of the counterweight / boot support in order to remove the white plastic cup. This in no way damages the stock shifter and it is still usable after the procedure. This enables you to remove the white plastic retaining ring without any cutting.

10. Now remove the rubber bushings at the 4 corners of the plastic assembly and replace with the aluminum bushings supplied with the kit by placing them beneath the plastic assembly. Use the M8 x 25mm bolts supplied with the kit and place the large washers on top of the assembly,
followed by the small washers. Thread the bolts through the 2 washers to secure the assembly to the floor.

11. Use the cup remover tool included with the kit to remove both plastic cups on the original shifter. To do so, place the cup remover tool on top of the open jaws of a vice, the jaws should be approximately 1” apart. Hang the shifter from the tool as shown. Be sure the shifter is inserted completely into the slot in the tool. Insert a punch into the center hole through the plastic cup and tap firmly with a hammer to separate the original shifter from cup. Repeat for 2nd cup on the side arm of the shifter.

12. Clean and re-grease the plastic pivot cups. Install the plastic cups which you removed from the original shifter onto the TWM shifter. To do
nd so, place the cup on a firm surface a push the TWM shifter into it until it pops in.

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Mitsubishi Lancer GTS 2008 PDF Overview

m4d35 — Sat, 26 Sep 2009 06:33:00 +0000

The all-new Lancer is larger in every dimension except length, where it has lost 1.5 inches. He drives a brand new platform shared with the new Outlander, a 56% increase in torsional rigidity and bending stiffness 50% more offers. For the moment, the front-drive Lancer is offered as a sedan with a choice of three trim levels: DE, ES and GTS.

In the works for the 2009 model year are a Ralliart version, a wagon and a larger, 2.4-liter engine for the GTS. The very sporty Evolution with 291 horsepower is available for the first time in Canada.

Business and trunk
The front seats are very comfortable, even without adjustable lumbar support. Head and legroom are adequate for most, and the cabin is very good. Getting in back is easier than growing, due to lack of space between the B-pillar and the bench seat cushion. The back seat is comfortable for two adults. Leg room is good, but the main room is a bit tight for tall people. The backrest folds in a 60/40 split (unfortunately not available, a folding backrest is in the trim).

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