SAE Industrial Lecturers
VEHICLE EFFICIENCY PATHWAYS - HOW MODERN PASSENGER CARS ARE REMOVING THEMSELVES FROM THE ENVIRONMENTAL DEBATE.
John Bucknell
Senior Specialist
GM Powertrain
General Motors
Biography
John Bucknell considers himself a Transportation Systems Engineer - in particular a propulsion systems specialist and vehicle system integration generalist. As a propulsion systems engineer he has expertise in spark ignition four-stroke engines including combustion analysis, thermodynamics, gas exchange, emissions, and control algorithm design. He has additional specialized knowledge in powertrain architecture selection and optimization including hybrid systems, boosting systems and driveline (transmission and all-wheel drive systems). His expertise extends to powertrain matching including architecture selection and detailed optimization for fuel economy, performance and drivability. As a vehicle system integration engineer he is also strong in vehicle chassis design including architecture selection, development (particularly vehicle dynamics) and packaging, as well as braking, steering and suspension, and active chassis control systems.
Professionally John began at Chrysler as a brake systems engineer in 1995 and then spent nine years as a Powertrain Systems Engineer. Notable production engine assignments include the 2002MY Tritec 1.6L as Development Engineer (in the BMW MINI Cooper S - a 2003 Ward's 10 Best Engine), the 2003MY 2.4L Turbo as Calibration Engineer, the 2006MY World Engine as Lead Development Engineer, and the 2008MY World Engine Turbo as Lead Systems Engineer. Recently, John accepted a position at GM Powertrain where his responsibility is Lead Calibrator for several Ecotec Engines.
Being performance-oriented has led to John's involvement in many racing ventures. John's automotive career began while competing in Formula SAE from 1990-94, progressing through suspension design lead to team captain. After graduation he remained active in FSAE, becoming a Design Judge in 2001. Since 2000 John has been engineer and crew for Hardman Racing at the Bonneville Salt Flats setting twelve international Land Speed records - including a two-way average of 248mph with a 2.0L Turbo Lakester in 2007. In 2003, John crewed for the Group 5 SCCA Pro Rally Dodge SRT-4 factory race team. John is also a technical inspector (scrutineer) for several series including FSAE, SCCA ProRally, and Formula One at the USGP (2003-07). In 2008, John will scrutineer for the MotoGP series in Indianapolis - which is very exciting as he is an avid motorcyclist. Finally, John is spending his spare time converting a 2003 SRT-4 to a mid-engine configuration for his daily driver.
John has a BS in Mechanical Engineering from Cleveland State University and a MS in Automotive Systems Engineering from the University of Michigan.
Abstract
Modern passenger cars must respond to market demand and regulation forces, delivering superior air quality, utmost safety and ever-higher energy efficiency. This lecture will discuss efficiencies on both the supply and demand pathways for improving energy efficiency in the context of emissions and safety regulations. Well-to-wheel and pump-to-wheel efficiencies will also be covered in brief to highlight the efficiency of Electric Vehicles.
Restrictions
One month notice is preferred, six weeks if a topic other than the above is desired. Lectures on weekends are also desired.
Equipment Needs
A PowerPoint projector and voice amplification if in front of an audience of thirty or more
Strategies for Managing Vehicle Mass throughout the Development Process and Vehicle Lifecycle
Tom Glennan
Engineering Group Manager
Rochester, Michigan
BIOGRAPHY
Thomas (Tom) Glennan has worked in the field of automotive engineering at General Motors for over 38 years. Past assignments have included Design and Release Engineer, Emission Systems Engineer, Vehicle Validation Engineer, Engineering Supervisor of Special Test and Instrumentation, Program Engineering Manager, Program Launch Manager, and Engineering Group Manager of Energy and Drive Quality. In his current role as Engineering Group Manager for Vehicle Mass, Tom manages a team of Mass Integration Engineers who are responsible for setting vehicle mass targets, developing strategies for achieving those targets, and managing the vehicle mass during vehicle development by identifying mass-related issues and their resolution.
ABSTRACTS
In times of increasing fuel prices and environmental concern, managing (minimizing and optimizing) the total mass of a vehicle is recognized as a critical task during the development of that vehicle, as well as throughout its production lifecycle. This presentation summarizes a literature review of, and investigation into, the strategies, methods, and best practices for achieving low total mass in new vehicle programs, and/or mass reductions in existing production vehicle programs. Empirical and quantitative data and examples from the automotive manufacturers and suppliers are also provided in support if the material presented.
RESTRICTIONS
I need at least six weeks of advance notice to avoid conflicts with my work schedule. Lectures in the middle of the week (Tuesday, Wednesday, or Thursday) will work best from a scheduling standpoint.
EQUIPMENT NEEDS
A projector that can be hooked-up to my laptop.
The Basics & Secrets of Vehicle Aerodynamics
PAUL T. GLESSNER
President & Founder, Vehicle Aerodynamics Consultants, Inc.
Lancaster, California
BIOGRAPHY
Paul T. Glessner has worked as an aerospace engineer in varying capacities for Boeing-Vertol, Grumman Aerospace, Lockheed - Burbank, McDonnell-Douglas now Boeing on such projects as the CH-46/47, F-14, Black projects, S-3, P-3, accident investigations, High Speed Civil Transport, B-717 and the Space Shuttle's aerodynamics in such disciplines as Stability, Control and Flying Qualities besides Aerodynamics and Flight Controls. Paul not only has 300 hours jumpseating in airliners' cockpits pre-9/11, he also flew with the Chief Pilot of British Airways on the Concorde in the cockpit from New York to London and back. He has been flying since he was 16 years old holding an FAA Commercial License with Instrument and Multi-engine Land ratings. Paul completed a two and a half year stint at the end of 2004 as a Principal Engineer-Specialist overseeing the handling qualities of the now operational-USAF's number one program, the F-22A fighter plane. He was Chief Aerodynamicist at XCOR Aerospace for two years designing a spaceplane for tourism after working at the F-22A CTF and is now consulting to the aerospace and automotive worlds per his company, Vehicle Aerodynamics Consultants, Inc.
Regarding cars, Mark Donohue was Paul's idol growing up in the late 60's; one year after Mark won the Indy 500, he presented Paul with his Team Penske/Sunoco uniform. It now hangs in the Petersen Automotive Museum in Los Angeles, California. Upon learning of Mark's death following the 1975 Austrian Grand Prix's practice, he was able to serve his funeral as an altar boy. It was from then on that he corresponded with Roger Penske. Roger called Paul at Penn State University to learn more about Paul's design. Roger Penske and Derrick Walker raced the wing design Paul initiated in 1981 for both the cars Roger fielded in the 1983 Indy 500; the cars placed second and third. Paul was 22 y.o. Later that year he oversaw two colleagues wind tunnel test Bob Leitzinger's Camel GTU 280ZX and found drag and downforce concepts that helped Bob win two national championships the following years. In the late 90's Don Prudhomme, Dale Armstrong and NHRA extended the fun factor immensely as Paul interfaced with the teams both personally to increase speed and reduce drag and on behalf of the sanctioning body for the benefit of drivers' safety and rules changes. Paul felt he reached a level of competence after having taught vehicle aerodynamics at one of the U.S.'s top three art center's transportation department - Art Center College of Design in Pasadena, California.
Paul is active in SAE International. He was appointed to the Aerodynamics Committee in 1989 and has been a consistent member since. Additionally, Paul has actively spoken to universities and industry since 2003 through the SAE Sections Speaker Bureau and the Industrial Lecture programs, respectively, and instructs a one-day SAE Professional Development seminar on the "Fundamentals of Aerodynamics Applied to Race Cars." Most recently, he co-chaired two sessions on CFD Applied to Ground Vehicles at AEROTECH, Los Angeles 2007. Paul had been the Planning Chairman for SAE's AEROTECH meetings in 1991 and 1992 and was the Air & Space Division Vice Chairman of the Southern California Section in 1992.
ABSTRACT
Automotive enthusiast and aerospace engineer, Paul T. Glessner, unfolds the basics of aerodynamics and its impact on automobiles. Mr. Glessner will give a short overview of aerodynamics with a focus on ideas that work and some that don't when trying to get there "first." Mr. Glessner can design the lecture around your needs to some degree: lift, drag, wind tunnels or add some points to your current knowledge via real world applications.
RESTRICTIONS
None.
EQUIPMENT NEEDS
LCS Projector for use with Laptop.
White Board with multi-colored pens.
A Simple, Effective Lead-Acid Battery Modeling Process for Electrical System Component Selection
Robyn Jackey
Technical Consultant
The MathWorks, Inc
Novi, Michigan
BIOGRAPHY
Robyn Jackey is a Technical Consultant with 5 years experience at The MathWorks in Novi, Michigan. He specializes in helping automotive and aerospace customers successfully implement Model-Based Design using The MathWorks tools. Robyn has worked on various aspects of simulation, including plant, control, and human-machine interface (HMI) modeling, parameterization and optimization, and large scale modeling. He has also focused on customization of Mathworks' production code generation tools as well as legacy code integration. Robyn received a Masters in Electrical Engineering from Clarkson University in 2002. He has authored or co-authored 3 SAE papers.
ABSTRACT
Electrical system capacity determination for conventional vehicles can be expensive due to repetitive empirical vehicle-level testing. Electrical system modelling and simulation have been proposed to reduce the amount of physical testing necessary for component selection.
To add value to electrical system component selection, the electrical system simulation models must regard the electrical system as a whole. Electrical system simulations are heavily dependent on the battery sub-model, which is the most complex component to simulate. Methods for modelling the battery are typically unclear, difficult, time consuming, and expensive.
A simple, fast, and effective equivalent circuit model structure for lead-acid batteries was implemented to facilitate the battery model part of the system model. The equivalent circuit model has been described in detail. Additionally, tools and processes for estimating the battery parameters from laboratory data were implemented. After estimating parameters from laboratory data, the parameterized battery model was used for electrical system simulation. The battery model was capable of providing accurate simulation results and very fast simulation speed.
RESTRICTIONS
One month advance notice requested
EQUIPMENT NEEDS
Projector for laptop (If not available, I could bring one with advance notice)
Tire Testing and Modeling for Vehicle Dynamics
DR. EDWARD M. KASPRZAK
Associate
Milliken Research Associates, Inc.
Buffalo, New York
BIOGRAPHY
Dr. Kasprzak is an Associate at Milliken Research Associates, Inc. where he has worked since 1996. Responsibilities include developing dynamic, quasi-static and race circuit simulations, as well as performing tire modeling and testing for passenger car manufacturers, their suppliers and professional racing teams. He is the co-founder and co-director of the Formula SAE Tire Test Consortium, and in late 2006 he completed his Ph.D. with a dissertation on the Nondimensional Tire Theory. Dr. Kasprzak teaches two courses on Vehicle Dynamics at the University at Buffalo and is the advisor to their Formula SAE team. He is the author of several technical papers, co-author of "Race Car Vehicle Dynamics: Problems, Answers and Experiments" with the Millikens, and a significant contributor to their "Chassis Design, Principles and Analysis." He is also an occasional writer for Racecar Engineering magazine.
ABSTRACT
This lecture will focus on tire performance as it relates to vehicle dynamics. It will include: a brief overview of tire construction, a discussion of laboratory tire testing, a discussion of tire model development from measured data, and the application of tire models to vehicle analysis, design and simulation.
RESTRICTIONS
None
EQUIPMENT NEEDS
LCD projector for use with Powerpoint.
Can We as Engineers Learn from Ferrari's Winning Ways in Formula One?
DAVID MCLELLAN
Consultant
Holly, Michigan
(formerly Engineering Director, Corvette, General Motors)
BIOGRAPHY
Dave joined General Motors Proving Ground Noise and Vibration Lab after graduating from Wayne State University as a mechanical engineer. His assignments had him working on the dynamics of cars, trucks and military tanks, then as manager of the newly-completed Vehicle Dynamics Test Area (Black Lake).
Dave's career next took him to Chevrolet where he led the team that finished the 70 1/2 Camaro development, then to the GM Technical Center to manage John Delorean's unsuccessful attempt to marry the Camaro and the Corvette platforms. In 1973 he was picked to attend MIT as a Sloan Fellow.
On his return he was assigned to work with Zora Arkus-Duntov and on Zora's retirement in 1975, appointed Corvette Chief Engineer. Dave would be indelibly linked with the Corvette for the next 17 years. The all-new 1984 Corvette continued to be developed with advanced electronics, and culminated in the 375 hp ZR-1.
In what turned out to be his last development of the Corvette, Dave challenged an R&D team to design a next generation Corvette capable of ZR-1 performance but at standard Corvette prices. Charged with the impossible task of making the Corvette faster, lighter, roomier and more rigid as a convertible, the team adopted the backbone architecture that would be the hallmark of the C5. Dave retired from General Motors in the fall of 1992.
His recent consultant activity includes: Intermap Technologies, Lockheed Martin, Georgia Tech Research Institute, Mosler Automotive, Stewart & Stevenson, TACOM, ERIM, Rosen Motors, Tel Tech, Bose, Intermag Technologies, Technologies M4 and Porsche Engineering Services.
He is the author of a recent book, "Corvette from the Inside, the 50 Year Development History" which includes the 17 years during which he and his team made history.
Dave is a recipient of the SAE Edward N. Cole Award for Automotive Engineering Innovation.
ABSTRACT
My remarks are based on a recent "narrow aisle" tour of the Ferrari F-1 operation in Maranello, Italy. The "clock speed" for major engineering innovation in F-1 is the yearly design cycle. The minor cycle is the time between races. In these cycles design innovations have to be conceived, executed and tested. These are much shorter cycles than we're used to in the development of automobiles but ones that are now possible with computer modeling, manufacturing and the choice of the right kinds of testing regimens.
RESTRICTIONS
Preference is to lecture toward the end of the week (Friday).
EQUIPMENT NEEDS
Digital Projection equipment that can handle a PPT presentation on a CD.
Ford 6.8L Hydrogen IC Engine for the E-450 Shuttle Van (SAE #2007-01-4096)
Bob Natkin
Technical Leader, Hydrogen Internal Combustion Engine Applications
Ford Motor Company Research and Advanced Powertrain Engineering
Dearborn, Michigan
BIOGRAPHY
Bob Natkin led the H2 ICE Applications group, which is responsible for H2 IC engine design and development in support of mobile and stationary applications. His responsibilities included the 6.8L supercharged H2 IC engine for the E-450 shuttle van (which started delivery to customers in Dec 2006), the Boeing High Altitude Long Endurance 2.3L H2 IC engine and all previous H2 IC engine demonstrations dating back to 1999.
Bob wrote the original H2 IC engine project proposal in August 1997, and has served as team leader since 1999 and group leader since 2002. He has authored and/or co-authored nine H2 IC engine technical papers and holds multiple patents on various engine and vehicle systems.
Bob spent 20.5 years in "Ford Advanced Engine Design and Development" before transferring to Ford Research in 1996 and was responsible many production engine components and systems, the last production project being the design and development of the 6.0L V-12 engine used by Aston Martin in the DB-7, Vanquish and current DB-9.
Bob joined Ford Motor Company in 1976 and has held a number of engine component and engine system design engineering and group management positions as well as served as a representative for Ford in USCAR/FreedomCar "Powertrain Material Programs" and SAE "Hydrogen Safety Standards" committees.
Bob received a B.S. in Mechanical Engineering from Penn State University in 1976.
Bob restores vintage automobiles (also known as "muscle cars") and yes, he is considered a "motor head".
ABSTRACTS
Ford Motor Company is researching and developing multiple propulsion strategies including advanced gasoline engines, clean diesel, flexible fuel, hybrids and hydrogen propulsion in internal combustion (IC) engines and fuel cells. Hydrogen utilized as a transportation fuel is viewed as a long term solution as it is sustainable and clean when derived from renewable resources. The development and use of hydrogen IC engine technology is envisioned as a method of creating a transition strategy from the petroleum economy to the hydrogen economy. Because "more conventional" hydrogen IC engine systems can be brought to market quickly and in high volume, business initiatives for hydrogen fueling infrastructure and other complimentary, required technologies can be realized sooner. To that end Ford has fully engineered a 6.8L Triton V-10 engine to run on hydrogen and power an E-450 shuttle van. This paper will review the design upgrades and development engineering that went into the first dedicated hydrogen fueled IC engine to be commercially available in North America.
RESTRICTIONS
SAE to cover all expenses
EQUIPMENT NEEDS
Computer and projector
Powering the next generation of HEV's and PHEV's - A Battery Perspective
Prabhakar Patil
Chief Executive Officer
Compact Power, Inc. (CPI)
Troy, Michigan
BIOGRAPHY
Prabhakar Patil is chief executive officer (CEO) of Compact Power, Inc. (CPI), the North American subsidiary of lithium-ion battery-maker, LG Chem (LGC), Korea. In this position, he has overall responsibility for the strategic direction, engineering and business development activities of the business.
Prior to joining CPI in 2005, Dr. Patil spent his entire professional career of 27 years at Ford Motor Company in various engineering and management positions. He served as chief engineer for Ford's Hybrid Technologies during 2003 and was also chief engineer for the Ford Escape Hybrid from 1998 to 2003.
Dr. Patil received his undergraduate degree from IIT, Bombay, and his PhD in Aerospace Engineering from The University of Michigan, Ann Arbor. He has 12 patents, published 25 articles and received the Henry Ford Technology Award in 1991 for his work in Electric Vehicle Powertrain Development.
ABSTRACTS
Hybrid electric vehicles (HEV's) including the plug-in (PHEV) type, represent one of the solutions for the next 15-20 years to address the converging issues of gasoline availability/price and greenhouse CO2. Li-ion battery technology is the clear choice for powering the next generation HEV's and PHEV's. The lecture will address the rationale for both of these assertions and discuss the details of Li-ion battery operation and optimization for vehicle use.
RESTRICTIONS
At least one month advanced notice
EQUIPMENT NEEDS
A/V projector that can be connected to a laptop. Ideally the connection would allow both video and audio feeds from the laptop.
Used Oil Management from Cradle to Grave
Improved Productivity Through Lubricant and Fluid Selection and Management Standards
Dr. Donald J. Smolenski
GM Technical Fellow
Worldwide Facilities Group-Chemical Risk Management
General Motors
Pontiac, Michigan
BIOGRAPHY
General Motors Worldwide Facilities Group - GM Technical Fellow
B.S. in Chemistry from the University of Michigan - Dearborn, Ph.D. in Chemical Engineering from Wayne State University.
Since 1998, he has been with the GM Worldwide Facilities Group, with responsibility for industrial lubricant standards and cradle to grave oil management and recycling. Since 2005, he has also been the global team lead for chemicals management.
Previously Don was with GM Research, responsible for engine oil field tests, engine oil dynamometer test development and industry standards activities.
He is co-developer of the patented GM Engine Oil Life Monitor which is installed in most GM vehicles in North America.
ABSTRACT
Several steps that should be included in a comprehensive oil management program include selecting the proper fluid or lubricant for the specific application, minimizing contamination and degradation of oil during use, reconditioning of the fluid at the production machine, carefully collecting and segregating used oil streams, recycling the oil using a trailer recycling service and reclaiming or re-refining the used oil off-site for purchase back as qualified oil products. Oil life extension and recycling, either on-site or off-site, minimize environmental liability, improve the company's image as a responsible corporate citizen and save significant costs.
To protect worker health, GM developed standards a decade ago to ensure the use of only highly refined base oils, and has largely implemented them. GM now has well defined performance standards for hydraulic fluids, gear oils, etc., while standards for metal removal fluids are currently under development. A systematized effort to improve and standardize fluid management is also critical, and is under development.
RESTRICTIONS
As much notice as possible is appreciated due to frequent business travel
EQUIPMENT NEEDS
Computer projector
Photoacoustic Leak Detection and Localization for Automotive Component Quality Control
Metamaterials for Automotive Sensing and Communications Applications
Serdar H. Yonak, Ph.D.
Principal Research Scientist
Technical Research Department
Toyota Technical Center
Ann Arbor, Michigan
BIOGRAPHY
Dr. Yonak received his Ph.D. in 2000 from the University of Michigan in Mechanical Engineering where he specialized in photoacoustic leak detection and array based signal processing. He then joined Ford Motor Company and was assigned to Jaguar Cars Limited in the UK to work on powertrain noise and vibration control. Since 2005, Dr. Yonak has been at the Toyota Technical Center in Ann Arbor, MI researching future generation automotive sensor and actuator technologies. His research interests include photoacoustics, ultrasound, array based signal processing, metamaterials, and radar. Dr. Yonak has been the Organizer and Chair for the Vehicle Sensor and Actuator Session for SAE World Congress for the past two years.
ABSTRACT
Photoacoustic Leak Detection and Localization for Automotive Component Quality Control
Leak detection and localization are critical manufacturing quality-control processes as many industrial and domestic machines use or convey pressurized gases or liquids. Unintended leaks from machine components may be detrimental to consumers, manufacturers, and the environment. This talk describes a leak detection technique based on photoacoustic sounds produced by the interaction of a carbon dioxide (CO2) laser tuned to 10.6 micrometers and a photoactive tracer gas, sulfur hexaflouride (SF6), emitted by calibrated leak sources.
Metamaterials for Automotive Sensing and Communications Applications
Recent research into metamaterials has not only demonstrated interesting physical phenomena (such as cloaking) but has also led to the development of design procedures for and the realization of new types of electromagnetic components and devices. This talk presents the possibility of metamaterials for automotive applications and shows the promise of electromagnetic lens systems based on metamaterials.
RESTRICTIONS
I would like sufficient time to prepare and schedule. 1 month should suffice.
EQUIPMENT NEEDS
I will bring my own laptop computer (PC, Windows XP, using PowerPoint so I would request a projector and screen to be present at the lecture room.
