CRJ-900 Captain reported multiple systems failures on climb. The flight crew performed an air turnback and precautionary landing at the departure airport.

Narrative

We were climbing out of 35;000 ft. when we received a number of faults all at the same time. It included; R FADEC fault 2; L FADEC fault 2; anti-skid fault; rudder limit fault; DCU2 INOP; [and] DCU2 aural INOP. Then; 5 minutes later; we received an elevator split caution message. [The] aircraft had just come out of the in-seat power installment and this was the first flight on the line. As we tried to figure out exactly what was going on; we also heard the shrill beeping sound that the aircraft makes when it is initially powered up after turning the master switch on. It was clear to us that we needed to turn around. We were not sure if it was electrical faults or a possible fire that was shorting out or kicking off our systems - nor did we know if we were going to be experiencing some kind of flight control issues due to these faults. The FO (First Officer) was flying while I ran the QRH; [requesting priority handling] on the radio to ATC and sent ACARS to the Company. The split elevator caution was intermittent. We descended to an altitude that we could comply with the QRH 200-kt. limitation. I elected to do the landing due to the fact that it was an overweight landing. Our landing weight was 74;231 lb. We executed a flaps 20 landing as per the QRH for [the] split elevator procedure. After we deplaned; I was on the phone with Maintenance for a lengthy amount of time figuring how to do the write-up. By this time; there was no way that we would have been able to fly to ZZZ1 - ZZZ2 and back within our duty time period. This fact did not stop Crew Tracking from trying to misrepresent the scheduled turn time and flight times to get it to artificially fit it within our duty day. They somehow reduced our ZZZ1 - ZZZ2 flight time from 2 hours and 1 minute to 1 hour and fifty-three minutes. They reduced our turn time by one minute. These were completely unrealistic and desperately hopeful numbers to begin with and put us within 9 minutes of timing out if we blocked out exactly at XA:30. At XB:16; I called Crew Tracking to inform them that the crew was still on Aircraft X and the replacement aircraft still was not boarded. We were told that we were still legal to fly the flight when clearly; we were timed out at XA:39. This molestation of scheduled flight time is a common and overused tactic by Company Crew Tracking. This tactic is unsafe and should not be tolerated by crews nor the FAA. If [the] Company is at all concerned with [the] safety of its passengers and crews; then it should be a policy [that] after a [priority handling] landing; the crew is placed on rest; like so many other airlines have. Crew Tracking shouldn't be able to pressure crews with more legs because they can artificially fit them within the duty day. The second issue with Crew Tracking is the pressure to call in fatigued. We were being pressured to depart on a trip that realistically could not fit within our duty period; we were going to be too tired to fly after the [priority handling] event; and the supervisor was leaving us no option but to call fatigued even though we were already unable to complete the turn without extending. I will be writing a separate safety report on this subject matter. But I will say that I did feel the pressure to continue flying even though we were already timed out and had to argue with them to drop the trip from both the FO and I.In the end we got the plane on the ground as quickly as possible; got everyone to the airport safely; and did so by assuming the worst and taking the most conservative action. Huge thanks to my FO who performed perfectly and our FAs (Flight Attendant) for keeping our cabin calm and comfortable. The call with Crew Tracking was on Date at XB:16.If [the] Company is at all concerned with [the] safety of its passengers and crews; then it should be a policy after an immediate landing; the crew is placed on rest; like so many other airlines have. Crew Tracking shouldn't be able to pressure crewswith more legs because they can artificially fit them within the duty day especially after an inflight [event]. [The] Company Crew Tracking should not be adjusting scheduled flight times to artificially fit a flight within a crew's duty day. More maintenance checks need to be made before placing an aircraft back into service after major electrical / mechanical modifications.