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Formula One motorsport competition, ever seeking increases in powertrain responsiveness and efficiency, has utilized electronically-shifted manual transmissions for nearly a decade. With the advent of this technology for passenger car usage ( for example the Magneti Marelli “Selespeed” system), new levels of powertrain electronic control become possible. At the same time, world-wide emission and fuel economy standards have driven powertrain designers to seek transmissions that are multi-faceted; able to offer manual transmission levels of driveline efficiency while simultaneously offering the ability to be automatically controlled. This paper will document a 1995-1996 Chrysler advanced powertrain concept study that culminated in a fully driveable, fully automatic, manual 5 speed transmission Neon coupe.

The impact response of foam is investigated using Finite Element Analysis (FEA). A procedure will be described for determining the material constants used in the FEA material models. The procedure uses compressive uniaxial, force versus displacement, and triaxial, pressure versus volume-change, data. After the material model is constructed using the uniaxial and triaxial data, FEA is used to predict the results of a free-moving-mass striking rigidly backed foam. The limitations of the current material models are also addressed.

Most United States vehicle assembly plants produce significantly more automatic transmission equipped vehicles than manual transmission vehicles. Assembling these two vehicles on a common production line can create complexity problems. This paper describes the design and development of a pre-assembled manual transmission clutch and flywheel modular assembly which reduces most of these problems. This assembly is used on the 1993 model year mini-van with a 2.5L four cylinder engine. This modular clutch system utilizes the same starter ring gear carrier (driveplate) used on automatic transmission equipped vehicles. It pilots into the crankshaft similar to the automatic transmission torque converter. It is balanced as an assembly which results in a lower system imbalance. A significant system piece cost saving, in comparison with today's competitive market, was achieved.

A better understanding of turbulent kinetic energy is important for improvement of fuel-air mixing, which can lead to lower emissions and reduced fuel consumption. An in-cylinder flow study was conducted using 1548 Laser Doppler Velocimetry (LDV) measurements inside one cylinder of a 3.5L four-valve engine. The measurement method, which simultaneously collects three-dimensional velocity data through a quartz cylinder, allowed a volumetric evaluation of turbulent kinetic energy (TKE) inside an automotive engine. The results were animated on a UNIX workstation, using a 3D wireframe model. The data visualization software allowed the computation of TKE isosurfaces, and identified regions of higher turbulence within the cylinder. The mean velocity fields created complex flow patterns with symmetries about the center plane between the two intake valves. High levels of TKE were found in regions of high shear flow, attributed to the collisions of intake flows.

THE Junkers 211B engine follows the usual German practice of very large displacements and conservative mean effective pressures and rotative speeds. However, the relative light weight per unit of displacement results in a net weight per horsepower that is not far above its competitors. Fully automatic devices which control propeller speed, manifold pressure, mixture ratio, spark advance, and supercharger gear ratio follow the German policy of removing all possible distractions from the pilot. This is one of three large liquid-cooled engines known to be produced in quantity in Germany; it powers an impressive percentage of the Luftwaffe. While of external appearance and displacement that resemble the Daimler-Benz DB-601 engine, the fundamental construction, detail design practice, and metallurgy of the Junkers 211B are surprisingly different.

The object of this paper is to present an overview of the procedure leading to the selection of suspension system pivot points, show how to resolve terrain and maneuver loads at the tire contact patch to the vehicles' structure, illustrate the modeling technique used for stress analysis of suspension system components, and illustrate a few examples of suspension system models used to aid in the solution of ride and handling problems.