Mitsubishi has been studying the use of all-wheel drive systems in practice in order to determine which technological solution will be most suitable for this type of car, and most convenient for future owners of this compact crossover.
Engineers turned away from the traditional solution - the use of an automatic transmission with an on-demand all-wheel drive connection. Such systems are based on the fact that when the front wheels slip, part of the torque is redistributed to the rear wheels. Mitsubishi specialists understood that the consumer was more interested in systems that actively reduce the likelihood of wheel slip.
The previous Outlander had full-time all-wheel drive with a viscous-locked center differential and a 50:50 drive distribution. This system provides excellent performance in severe weather conditions, but fuel consumption was high for everyday use. Mitsubishi aimed to give the new Outlander the same or better performance in tough conditions with minimal changes in fuel consumption.
This is how the MITSUBISHI AWC (All Wheel Control) all-wheel drive transmission system appeared. From English, All Wheel Control literally translates as control of all wheels. This system provides the driver with a choice of drive type. The system is essentially a combination of a special all-wheel drive transmission Multi-Select 4WD and electronic torque distribution, and besides this modern traction control and stability control. Thanks to the AWC system, excellent traction of the car's wheels with the road and excellent handling on slippery sections of the track are achieved. To ensure optimal transmission performance, it is enough to select one of the three modes presented on the center console "2WD", "4WD" or "Lock".
| Driving mode | Description | Advantages |
| 2WD | Sends torque to the front wheels | Better fuel economy, reduced vehicle noise, better handling. This also retains the possibility that the control unit directs torque to the rear axle to reduce its noise. |
| 4WD Auto | It doses the direction of the torque to the rear wheels depending on the position of the accelerator pedal and the difference in the speeds of the front and rear wheels | Optimal torque distribution for given driving conditions. The distribution of torque between the front and rear axles is carried out automatically by the electronic unit depending on the vehicle driving parameters (front and rear wheel speeds, accelerator pedal position and vehicle speed). 2 wheel drive mode is preferred. |
| 4WD lock | 1.5 times more torque is sent to the rear wheels than in 4WD mode | Increases traction, provides stability at high speed and better flotation on uneven or slippery surfaces. The LOCK mode is similar to the 4WD mode, but with a modified law of torque distribution between the axles. At low speed, 1.5 times more torque is supplied to the rear axle, and at high speed, the torque is distributed equally between the axles. |
Two drive modes
4WD Auto
When "4WD Auto" is selected, the Outlander's 4WD all-wheel drive system constantly distributes a portion of the torque to the rear wheels, automatically increasing this ratio when the gas pedal is pressed. The clutch directs up to 40% of traction to the rear wheels at full throttle and reduces this by up to 25% at speeds over 40mph. In steady motion at cruising speed, up to 15% of the available torque is sent to the rear wheels. At low speeds in tight corners, the force is reduced, providing smooth cornering.
4WD lock
For driving in particularly difficult conditions, such as snow, the driver can select the "4WD Lock" mode. When the lock is on, the system still automatically redistributes torque between the front and rear wheels, but most of the torque is transferred to the rear wheels. For example, when accelerating on a hill, the clutch will immediately transfer most of the torque to the rear wheels to provide all four wheels with traction. On the contrary, automatic four-wheel drive "on demand" will first "wait" for slipping of the front wheels, and only then will transfer torque to the rear wheels, which can interfere with acceleration.
On dry roads, the 4WD Lock mode provides efficient acceleration. More torque is directed to the rear wheels for more power, better handling when accelerating on snowy or loose roads, and improved stability at high speeds. The proportion of rear-wheel torque is increased by 50% compared to 4WD mode, which means that up to 60% of the available torque is directed to the rear wheels when the accelerator pedal is fully depressed on dry roads. In 4WD Lock mode, in tight corners, rear wheel torque is not reduced to the same extent as when driving in 4WD Auto mode.
The ratio of torque to the front / rear wheels in 4WD mode has the following values:
| Driving mode | dry road | snow covered road | ||
| wheels | front | rear | front | rear |
| Acceleration | 69% | 31% | 50% | 50% |
| at 30 km/h | at 30 km/h | at 15 km/h | at 15 km/h | |
| 85% | 15% | 64% | 36% | |
| at 80 km/h | at 80 km/h | at 40 km/h | at 40 km/h | |
| Steady speed | 84% | 16% | 74% | 26% |
| at 80 km/h | at 80 km/h | at 40 km/h | at 40 km/h | |
Structural scheme
System components and functions
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Component Name |
Functioning |
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Transmits the following signals to the required 4WD-ECU via CAN.
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Drive mode switch 2WD/4WD/LOCK |
Transmits drive mode switch position signal for 4WD-ECU. |
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The system evaluates road conditions and, based on signals from each ECU, the drive mode switch, directs the required amount of torque to the rear wheels. Calculation of the optimal differential limiting force judging by the condition of the car and the current drive mode based on the signals from each ECU, the drive mode switch, controls the current value delivered to the electronic control link. |
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Performance management (4WD work indicator and lock indicator) in the instrument cluster. |
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Controls the self-diagnosis function and failover function. |
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Diagnostic function control (compatible with MUT-III). |
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Electronic clutch control |
4WD-ECU sends the torque corresponding to the current value to the rear wheels. |
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Drive mode indicator
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Embedded in the instrument cluster indicates the selected drive mode switch mode (not displayed in 2WD mode).
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Diagnostic connector |
Displays diagnostic codes and establishes communication with MUT-III. |
system configuration
Control scheme
Electronic control wiring diagram 4 WD
Design
Electronic clutch control consists of a front housing (front housing), main clutch (main clutch), main cam mechanism (main cam), ball (ball), controlled cam mechanism (pilot cam), armature (armature), controlled clutch (pilot clutch ), rear housing (rear housing), magnetic coil (magnetic coil), and shaft (shaft).
- The front housing is connected to the cardan shaft and rotates with the shaft.
- In front of the housing, the main clutch (main clutch) and the controlled clutch (pilot clutch) are mounted on the shaft (shaft) (the controlled clutch (pilot clutch) is installed through the cam stop (pilot cam)).
- The shaft is meshed through the teeth with the drive pinion of the rear differential.
Functioning
Clutch Disengaged (2WD: Magnetic coil de-energized.)
The driving force from the transfer case through the propeller shaft is transmitted to the front housing (front housing). Because the magnetic coil (magnetic coil) is de-energized, the controlled clutch (pilot clutch) and the main clutch (main clutch) are not engaged and the drive force is not transmitted to the shaft (shaft) and the gear drive (drive pinion) of the rear differential.
Clutch works (4WD: Magnetic coils energized.)
The driving force from the transfer case through the propeller shaft is transmitted to the front housing (front housing). When the magnetic coil is energized, a magnetic field is created between the rear housing, controlled by the pilot clutch, and the armature. The magnetic field acts on the controlled clutch (pilot clutch) and armature (armature) includes the clutch (pilot clutch). When the controlled clutch (pilot clutch) is engaged, the driving force is transferred to the controlled cam mechanism (pilot cam). In response to this force, the ball (ball) in the cam mechanism (main cam) (pilot cam) is retracted and generates a translational impulse. This impulse acts on the main clutch (main clutch) and the torque is transmitted to the rear wheels through the shaft and the rear differential gear drive.
By adjusting the current supplied to the magnetic coil, the amount of driving force transmitted to the rear wheels can be adjusted from 0 to 100%.
Perhaps every time we see the words "new", "revolutionary", "unparalleled", we want to exclaim something witty. Something about a bicycle and about inventors, about dogs and the number of limbs, or something no less sarcastic. Common sense, however, tells us that things are not so simple. Not always cars were equipped with electronic stabilization systems, once ABS, which has now become familiar, was introduced into a car for the first time. What about today? The lack of ABS is often puzzling, and ESP has already become mandatory equipment for installation on all passenger cars in Canada, the USA, and more recently in Europe. So what's new offer us MMC engineers? Let's try to figure it out.
Strictly speaking, the abbreviation S-AWC is already familiar to us. This system was first used on the legendary Mitsubishi Lancer Evo X. And, nevertheless, representatives of Mitsubishi insist that although the "letters are the same", everything is arranged a little differently on the new Outlander. In general, the S-AWC itself is not so much a specific solution, a set of units, as an ideological concept, the essence of which, if we ignore the little things, is to provide the car with neutral steering in those conditions when understeer or oversteer develops, plus ensure optimal grip of the drive wheels with the road .
How is this achieved? At Evolution, the system consisted of the following units:
Active Center Differential (ACD), which is essentially an electronically controlled hydraulic multi-plate clutch, the main task of which is the distribution of torque between the axles plus a "soft, smooth lock" of the center differential to optimize the transfer of torque to the front / rear axles and provide a balanced grip mode with expensive while maintaining controllability.
Active Yaw Control (AYC) controls torque distribution between the rear wheels to provide stability when driving in a curve, and can also partially lock the differential to transfer torque to a more "grip" wheel.
Active Stability Control (ASC) provides the best traction to the vehicle's wheels by choking the engine as needed and adjusting the braking force at each wheel. It should be noted that the unusualness of this system was that MMC for the first time introduced force sensors into the brake system (in addition to the standard sensors for such systems - an accelerometer and a rudder position sensor), which provided the system with more accurate data, and therefore a more adequate response. .
And finally, the traction control system (ABS) with a sporty setting. The system receives the speed of rotation of each wheel plus the angle of the front wheels and uses the brake system to release or, conversely, brake each individual wheel.
What about Outlander? Yes, it's no coincidence that we took a close look at the components of the Lancer Evo X's S-AWC system before moving on to the new crossover. Here, the company's engineers do not prevaricate, the system on the "Lancer" and on our car really differ quite a lot in design, as we will now see. So, what units belong to the new all-wheel drive system in the Outlander?
Active front differential (AFD). Regulates the distribution of torque between the wheels of the front axle.
Electric power steering (EPS). It is no coincidence that it is assigned to the S-AWC all-wheel drive system. Its task is to adaptively compensate for the reactive forces on the steering wheel that occur when the moment is redistributed on the front wheels, providing comfortable steering in conditions of active AFD operation.
Electromagnetic clutch. Connects the rear axle, regulates the torque transmitted to the rear axle.
S-AWC control unit. Unlike conventional systems, it uses an expanded set of acceleration sensors to determine the vehicle's direction of travel, as well as angular velocity and lateral loads.
What is the difference? Personally, two caught my eye, and quite serious ones. On the front axle, instead of a limited slip differential, we now have a controlled front differential with the possibility of partial locking and the ability to distribute torque between the wheels. Of course, the inclusion of such a system on the go could not affect the driving in the best way. We would feel all the work on the steering wheel in the form of reactive force, in practice - jerks, and not at the most convenient time, since it is clear that the system will work when driving conditions are, to put it mildly, unfavorable.
But here another subsystem comes into play, namely, the electric power steering. It adapts the gain on the fly, compensating for the change in reaction force on the steering wheel when the active front differential clutch is engaged. And all this is almost imperceptible to the driver and without loss of control.
Thus, we have a sufficient set of tools to influence the behavior of the car, and everything else is in the hands of engineers who program and configure the control system for all these tools for us. What are they giving us?
And give the driver four modes of operation of the system.
Mitsubishi Outlander 2.4 AT in the maximum Bortzhurnal The whole truth about the "permanent" all-wheel drive
Not too long ago I wrote here how I got stuck on my ATV.
This case annoyed me a little, and I became very interested in what kind of full drive I had that I could not get out of the snowdrift.
And I went to Google and read the forums and this is how I imagine it.
Four-wheel drive is divided into two large groups, constant complete and plug-in.
Constant. this is when the moment is transmitted to all 4
wheels, for example, my jeep 🙂 one of these
Plugin. this is when the car is mostly driven to one axle, like the front axle, and when the drive axle is sliding, it automatically engages before it is not active (you can also turn it on with the buttons, but usually only at low speed or shit, t for a while), a similar system on the Out XL and the vast majority of modern SUVs.
As you understand, I was interested in the first type of all-wheel drive, permanent.
It turns out that it is divided into a bunch of varieties.
Read also
But first, a little theory 🙂
Differential. it is a mechanical device that allows the wheels to rotate at different speeds.
And this needs to be done stray, because in turns the wheels rotate at different speeds, and in order to make the turn more comfortable and there was no wear on the rubber, the differential allows you to distribute the torque between these wheels in different proportions.
In a four-wheel drive vehicle, for example, in the first differential of the first generation Outlander. One for each axis. front and rear axles, which serve to distribute the torque between the wheels on the respective axles, plus the center axle, which distributes the torque between the axles.
How Mitsubishi Outlander S-AWC all-wheel drive works
Full work drive Mitsubishi Outlander (there is no ESP on the car).
How Mitsubishi Outlander AWD on rollers works
[email protected] www.diffblock.com vk.com/diffblock Mitsubishi Outlander 2013 (2.4l 200hp). testing four-wheel drive .
Thus, in my Out, when it stands on a flat surface, the moment is distributed in equal parts to all wheels, that is, by 25% (by the way, this is not the case everywhere, in Subaru, for example, according to the distribution of axles, which is 90% by type front axle 10% on the back).
Read also
But the ambush is that the differential transfers most of the time to the less loaded wheel, and so when one wheel slips or slips, all the moment goes to it, and the rest of the wheels are stationary!
To prevent this from happening, there are differential locks. Which can always transfer equal time to the axle and wheels.
And castles can be like one. center axle, then the moment is transmitted equal to both axles, but distributed between the wheels along the axles on the basis of the least resistance, therefore, with one lock, it is enough to have two wheels, one rear and one front stall, so that the car can stand up.
And a few. on the plus axis on each axle on each wheel, then the car will spin until all the wheels are stuck :)
And here hard locking i.e. by pushing the button you forcibly lock the diffs and all the wheels always give equal time, it helps the shit and then at least one wheel on a hard surface, on the other hand, it will spin violently to break control.
There are also auto for example, on my Out using viskomufty, which is a kind of garbage with a jelly-like liquid inside, on a miss, something starts to rage there, liquid inside thickens and between the axle differential is blocked,
But viskomufta is not the most convenient for off-road stray. it has been running for a long time and I understand that it does not pass an honest 50% free axle.
And now my case, the right front, which I was in the air, and turned violently, respectively, in the left front moment it did not turn over at all, but on the rear axle of the viscous coupling it was displaced by part of the moment, but apparently it was not enough for the rear axle pulled the front out of the snowdrift, so until I blew up, I couldn't budge.
The technical characteristics of the Mitsubishi Outlander are determined by three options for the power plants used. Two gasoline "fours" with a volume of 2.0 and 2.4 liters give 146 and 167 hp. respectively. At the top of the engine range is the 3.0-liter V6 engine provided for the Mitsubishi Outlander Sport version. It develops a maximum power of 230 hp. and generates a torque of 292 Nm (at 3750 rpm).
The top modification of the Outlander involves the installation of a 6-speed automatic transmission in pair with the power unit. Other versions of the crossover are equipped with an eighth-generation Jatco CVT with a torque converter. Tandem V6 230 hp and 6AKPP provides the sports version of Outlander with good dynamics - up to 100 km / h the car accelerates in 8.9 seconds. The crossover option, which hides any of a pair of 4-cylinder units under the hood, cannot boast of such agility, spending more than 10 seconds on a spurt to “hundreds”.
The average fuel consumption of Mitsubishi Outlander varies from 7.3 to 8.9 liters. The most "insatiable", of course, is the 3.0-liter "six", according to passport data, consuming about 12.2 liters of fuel in the urban cycle.
The geometric parameters of the car body are interesting primarily for the equality of the angles of entry and exit, each of which does not exceed 21 degrees. The ramp angle is of the same importance. Ground clearance (clearance) Mitsubishi Outlander is 215 mm.
The Japanese crossover is available in front- and all-wheel drive versions. Front-wheel drive is provided only for versions with a "junior" 2.0-liter engine. Four-wheel drive has two possible configurations: All Wheel Control (AWC) and Super All Wheel Control (S-AWC). The second option, which adds stability in high-speed corners and on slippery surfaces, was developed specifically for the Outlander Sport 3.0.
Specifications Mitsubishi Outlander - summary table:
| Parameter | Outlander 2.0 CVT 146 HP | Outlander 2.4 CVT 167 HP | Outlander Sport 3.0 AT 230 HP | |
|---|---|---|---|---|
| Engine | ||||
| engine's type | petrol | |||
| Injection type | distributed | |||
| Supercharging | No | |||
| Number of cylinders | 4 | 6 | ||
| Cylinder arrangement | row | V-shaped | ||
| Number of valves per cylinder | 4 | |||
| Volume, cu. cm. | 1998 | 2360 | 2998 | |
| Power, hp (at rpm) | 146 (6000) | 167 (6000) | 230 (6250) | |
| 196 (4200) | 222 (4100) | 292 (3750) | ||
| Transmission | ||||
| Drive unit | front | full (AWC) | full (AWC) | full (S-AWC) |
| Transmission | variable speed drive | 6automatic transmission | ||
| Suspension | ||||
| Front suspension type | MacPherson type independent | |||
| Rear suspension type | independent, multi-link | |||
| Brake system | ||||
| Front brakes | disc ventilated | |||
| Rear brakes | disc ventilated | |||
| Steering | ||||
| Amplifier type | electric | |||
| Tires and wheels | ||||
| Tire size | 215/70 R16 | 225/55R18 | ||
| Disc size | 6.5Jx16 | 7.0Jx18 | ||
| Fuel | ||||
| Fuel type | AI-92 | AI-95 | ||
| Tank volume, l | 63 | 60 | 60 | |
| Fuel consumption | ||||
| City cycle, l/100 km | 9.5 | 9.6 | 9.8 | 12.2 |
| Country cycle, l/100 km | 6.1 | 6.4 | 6.5 | 7.0 |
| Combined cycle, l/100 km | 7.3 | 7.6 | 7.7 | 8.9 |
| dimensions | ||||
| Number of seats | 5 | |||
| Length, mm | 4695 | |||
| Width, mm | 1800 | |||
| Height (with roof rails), mm | 1680 | |||
| Wheel base, mm | 2670 | |||
| Front wheel track, mm | 1540 | |||
| Rear wheel track, mm | 1540 | |||
| Trunk volume (min./max.), l | 591/1754 | 477/1640 | ||
| Ground clearance (clearance), mm | 215 | |||
| Weight | ||||
| Equipped, kg | 1425 | 1490 | 1505 | 1580 |
| Full, kg | 1985 | 2210 | 2270 | |
| Maximum trailer weight (with brakes), kg | 1600 | |||
| Dynamic characteristics | ||||
| Maximum speed, km/h | 193 | 188 | 198 | 205 |
| Acceleration time to 100 km/h, s | 11.1 | 11.7 | 10.2 | 8.7 |
Mitsubishi Outlander engines - specifications
All three motors available for the crossover are equipped with the MIVEC valve lift control system. It allows, depending on the speed, to change the operation mode of the valves (opening time, phase overlap), which helps to increase engine power, save fuel, and reduce harmful emissions.
Features of Mitsubishi Outlander engines:
| Parameter | Outlander 2.0 146 hp | Outlander 2.4 167 hp | Outlander 3.0 230 hp |
|---|---|---|---|
| Engine code | 4B11 | 4B12 | 6B31 |
| engine's type | gasoline without turbocharging | ||
| Supply system | distributed injection, MIVEC electronic valve control system, two camshafts (DOHC), timing chain drive | distributed injection, MIVEC electronic valve control system, one camshaft per cylinder bank (SOHC), timing belt drive | |
| Number of cylinders | 4 | 6 | |
| Cylinder arrangement | row | V-shaped | |
| Number of valves | 16 | 24 | |
| Cylinder diameter, mm | 86 | 88 | 87.6 |
| Piston stroke, mm | 86 | 97 | 82.9 |
| Compression ratio | 10:1 | 10.5:1 | |
| Working volume, cu. cm. | 1998 | 2360 | 2998 |
| Power, hp (at rpm) | 146 (6000) | 167 (6000) | 230 (6250) |
| Torque, N*m (at rpm) | 196 (4200) | 222 (4100) | 292 (3750) |
Mitsubishi Outlander all-wheel drive system
The All Wheel Control (AWC) system is a front-wheel drive configuration in which the rear axle is connected using an electronically controlled electromagnetic clutch. Up to 50% of thrust can be directed backwards. There are three modes of operation of the AWC drive - ECO, Auto and Lock. In economy mode, all the torque is transferred to the front axle by default, and the rear is activated only when slipping. The Auto mode distributes the effort in an optimal way, based on the data received by the electronic unit (wheel speed, accelerator pedal position). The lock mode increases the amount of torque transmitted to the rear wheels, which guarantees confident acceleration and more stable behavior on unstable surfaces. The main difference between Lock and Auto is that the rear wheels initially get more traction regardless of whether slip is detected or not. 
The Super All Wheel Control (S-AWC) system is an advanced variation of the conventional AWC, in which an Active Differential (AFD) is installed on the front axle, distributing power between the wheels. Thus, an additional mechanism for controlling the behavior of the car appears. The S-AWC includes a stabilization system, ABS, electric power steering and braking system. Thus, the control unit of the Super All Wheel Control system, under certain conditions, can initiate braking of the wheels, for example, in the event of a drift during the passage of a bend.
The S-AWC all-wheel drive selector has four positions: Eco, Normal, Snow and Lock. Snow mode optimizes the system settings for driving on slippery surfaces. 
