Instructions for hosting a lecture

This program provides a unique opportunity for SAE Faculty Advisors and Students to invite an industry lecturer to interact with students and faculty on campus.

SAE Faculty Advisors and Student Officers:
To invite one of the practicing engineers to visit and lecture on your campus submit an invitation to the lecturer of choice but e-mail the invitation to Corey Dillon of SAE, corey.dillon@sae.org. Upon receipt, your invitation will be immediately forwarded to the lecturer. The lecturer will then contact you direct either by e-mail or telephone to discuss scheduling a lecture. Include in your invitation several possible lecture dates. These can act as a starting point when the lecturer responds to your request. Please give lecturers at least 3 - 4 weeks when proposing meeting dates.

As a host, you will be responsible for making arrangements for a successful visit by the lecturer on your campus. This will include the following items: communicating with the lecturer to confirm the date, arranging a place where the lecture will take place such as an auditorium or classroom, arranging for the necessary AV equipment to be available, promoting the lecture to the students and faculty to obtain a good size audience, and planning an agenda for the day's activities if the lecturer communicated time was available.

Additionally, you are welcome to ask the lecturer to tour the campus labs and facilities including showing your SAE competition vehicles or other projects. You should provide the lecturer with directions to your campus and parking information. Confirmation of activities as well as time and location should be confirmed to the lecturer in writing (e-mail acceptable) prior to the visit.

The lecturer is responsible for making their own travel arrangements; a lecturer may ask for assistance in locating a hotel nearby campus and determining the best mode of transportation to and from the airport and then to campus. You do not need to make reservations for the lecturer but provide information so that the lecturer can make reservations. Of course, any assistance such as providing transportation for the lecturer to the hotel, or providing a parking spot on campus would be appreciated, but is not mandatory. Hosting meals before or after a lecture or having snacks available during the lecture is at your discretion. SAE covers expenses of the lecturer's travel but does not cover these optional food and beverage items.

As mentioned, SAE, through the Teetor Awards Fund, covers the lecturer's travel expenses. The lecturer's employer covers the lecturer's time away from the office, and sometimes, their employer will cover the travel expenses. Organizing a well-planned and attended visit is a good way to say 'thank you' to the lecturer's employer for providing the lecturer with the time and in some instances the means to be on-campus addressing the students and faculty.

The lecturer is responsible to notify SAE of confirmed lecture dates in advance of the visit.

A host will want to re-confirm all of the details with the lecturer several days prior to the visit. Additionally, you will want to invite as many students and faculty as possible to attend the presentation and participate in any of the other activities you may have planned. In an effort to promote additional industry - academia networking, the SAE Teetor Committee has allowed the local SAE section members to attend the lecture. The lecture must be held on campus and you must notify Corey Dillon of SAE 724-772-4377 prior to the lecture. To find out if there is a local section near your university contact Corey Dillon of SAE at 724-772-4377 or corey.dillon@sae.org.

Requests for lecture visits may be made at any time throughout the year; however all visits for the lecture series must be completed prior to December 31 of a given each year. Requests will be accepted from any of the 48 contiguous United States, or from Canada.

Please direct questions regarding this program to:

Corey Dillon
Member Relations Specialist, SAE International
724-772-4377
corey.dillon@sae.org

SAE Industrial Lecturers

Vehicle Dynamic Testing for Formula SAE: Utilizing vehicle dynamic testing for design

Siddarth Attravanam
Research Engineer
Cooper Tire & Rubber Co.

Biography
Siddarth 'Sid' Attravanam is a research engineer with Cooper Tire & Rubber Company in the field of vehicle dynamics. His primary area of research is in understanding the links between human perception of driving and objective measurements of vehicle and tire dynamics. As part of this, he has led the development of new objective and subjective vehicle testing methods. Sid has also co-developed and teaches a training program for Cooper that teaches engineers the basics of vehicle/tire dynamics along with subjective evaluation.

Outside of Cooper, Sid is a technical scrutineer with the FIA at the World Endurance Championship race at the Circuit of The Americas, Austin, TX. Sid is also active with the Formula SAE community, having worked with Cooper to re-enter the Formula SAE competition as a sponsor, and through the Tire Test Consortium. In addition, Sid is also a design judge specializing in Suspension/Tires at both Formula SAE Michigan and Lincoln competitions.

Sid holds a BSc(honors) degree in Mechanical Engineering and a minor in Electrical Engineering from the University of Texas at Arlington (UTA). While at UTA, Sid was part for the Formula SAE team, where he was the suspension lead for two years.

Summary
For many Formula SAE teams, vehicle testing ends up as an afterthought. In the testing that does happen, the idea of whether the car is driveable or controllable is usually lost in the myriad of reliability testing. So while reliability is critical, the vehicle also has to be designed to be operable by a human driver. Similar to how factors of safety are design goals for reliability, handling goals can also be design goals. This presentation will cover fundamentals of vehicle handling related to human perception, simple testing procedures such as skidpad and slalom, and use of data from vehicle testing and tire testing to tune handling of the current car and set design goals for future cars. The presentation will also cover some simple simulation tools that can be used to quickly evaluate high level handling design goals. Finally, the presentation will address using a 'systems engineering process' to plan vehicle design.

Restrictions: Available any weekday. Weekend could also be accommodated. Please provide request 4-5 weeks in advance.

Equipment Needs: Projector with HDMI or VGA connector and screen for PowerPoint presentation. Power port for laptop.

Bonding Studies between Fracture Toughened Adhesives and Galvannealed Steels with Zinc Coating

Jagdeesh Bandekar
Dow Automotive Systems
Auburn Hills, MI

Biography
Dr. Jagdeesh Bandekar is currently working as a Technical Development Leader at Dow Automotive Systems in Auburn Hills, Michigan. He combines both academic and industrial experience. His academic experience includes research and teaching at the Indian Institute of Science and the University of Michigan. In addition to the current position, his industrial experience includes healthcare, anesthetics, thin films, and gases experience at the BOC Group, Murray Hill, NJ, and specialty polymers experience at Union Carbide Corporation, Bound Brook, NJ.

His academic work involved applying spectroscopy to carry out structure-property correlations in biopolymers, especially in proteins and polypeptides. In industry he has worked on developing laboratories to carry out structure property correlations by using spectroscopy and rheology, developing White gas cells for detecting trace level moisture and impurities in gases, applying mid-IR to process analysis and process control, and using particle size distribution, and near-IR in process and quality control.

He worked at the University of Munich and the Max Planck Institute for Solid State Physics in Stuttgart, Germany as a recipient of a Humboldt Fellowship.

His likes to adapt new technologies to R&D, TS&D, and QC.

Abstract
Adhesives bonding technology is rapidly gaining acceptance as an alternative to spot welding. This technology, by helping manufacturers use lighter but stronger advanced high strength steels (AHSS's), is contributing to making vehicles safer and more fuel efficient at the same time. The other benefits of this technology include its flexibility, ability to join dissimilar and thinner materials, distribute stress uniformly, provide more effective sealing and sound dampening, and moisture (corrosion) barrier. The presentation will review fracture toughened adhesives (FTA) technology, resistance to its use on galvannealed steels based on the perception of GA coating's delamination. Since prior work was primarily based on lap shear work on only EDDS steel which is mainly used for car outer body panels, a project was initiated in collaboration with ArcelorMittal to evaluate the validity of the above conclusions to AHSS's. This study included three steels, one conventional (EDDS) and two AHSS's (DP780, and TRIP780). It was decided to generate FTA adhesion bonding data by using lap shear, impact peel, SEM, and XPS. The results showed that FTA has better effectiveness for AHSS impact as it enables the steel to absorb more energy. FTA is superior to hemflange adhesive, demonstrating the importance of an FTA during crash performance. GA coated EDDS was found to fail with coating delamination in most cases in lap shear and impact peel testing. In contrast, the two AHSS's studied did not fail in coating delamination. Analysis of failed samples showed it to occur at the G/steel interface.

These results will be presented and discussed along with a brief description of current work in progress.

Restrictions: Request one month's advance notice to fit into work schedule

Equipment Needs: A digital projector and a lap top to load the file from USB drive.

Fundamentals of Powertrain Calibration

Jeff Brookmyer
Ford Motor Company
Dearborn, MI

Biography
Brookmyer is a Hybrid Powertrain Calibration Supervisor at Ford Motor Company. His prior positions include Calibration Technical Expert at Ford Motor Company. During his professional career, he has worked on powertrain calibrations for global markets for numerous manufacturers. His professional experience includes Roush Industries, Mercedes Benz Research and Development North America, and Ford Motor Company. Throughout his career, his responsibilities included controls and calibration to support vehicle performance, combustion, durability, drivability, fuel economy, and regulatory compliance of vehicle emissions and diagnostics. Brookmyer completed his BSME and MSME at Wayne State University in Detroit, MI.

Abstract
Powertrain calibration engineers have a very broad range of calibration attributes that they may be responsible for in industry applications. These different attributes require knowledge of the systems and the interactions that can occur. This presentation reviews common technology used and how they may relate to the powertrain calibration. A breakdown of attributes a powertrain calibration engineer may encounter will illustrate the care that must be taken in finding the correct approach to deliver a product that meets all customer and regulatory requirements.
Restrictions: None, if schedule permits.    
Equipment Needs: Projector

The Business of Motorsports, The Politics of Alternative Fuels, Notes for Aspiring Engineers : 30 Years of Lessons Learned

Dean Case
Consultant
Motivo Engineering / Grassroots Motorsports
Redondo Beach, CA

Biography
Dean Case has been an active SAE member since his freshman year at Cal Poly San Luis Obispo in 1981. He grew up in a motorsports family and progressed from race fan as a kid, to automotive engineer as an adult. He has devoted the past 15 years of his professional career to automotive communications with an emphasis on motorsports and technology PR, and an interesting inclusion of non-profit partnerships.

Within SAE, Dean was a student leader, including being an SAE sponsored WISE intern. He served as a board member with both the SoCal and Detroit Sections. He has been a Distinguished Younger Member, awarded a FISITA Young Engineer Fellowship, sponsored over 50 new SAE members, served on multiple SAE International committees, published two SAE papers, and spoken at dozens of universities over 30 years, 14 of them in the most recent 2016-2017 school year.

After graduation from Cal Poly, Dean started his professional career with Mazda R&D in Irvine, California. While at Mazda he worked on the original Miata, second-generation MX-6, first-gen MPV, and third-gen RX-7.

After seven years with Mazda he joined Ford in Michigan as a layout engineer in the electric vehicle department before transferring to Ford Motorsports. While the Ford experience was professionally rewarding, Dean wished to return home to Southern California. That move came in 1998 when he joined Nissan as a Product Investigation Engineer where he fell back into the EV world, being one of the lead American engineers on the Nissan Altra EV, and Nissan Hypermini EV programs, the predecessors to the Nissan Leaf.

Dean was acting as the EV technical expert on a Nissan media event in 2000, which led to his career change from engineering to communications. Dean became the Nissan Product PR Manager in 2001 and retained that position until 2006. In 2006, when Nissan relocated their U.S. headquarters to Nashville, Tennessee, Dean began a freelance consulting career.

His first client in 2006 was SAE International, managing the first two Formula SAE West competitions.

Dean was then reunited with Mazda becoming the Communications Officer for Mazda Motorsports in 2006 and has spent 11 years on the road promoting the Zoom-Zoom nation from the SCCA Runoffs to Le Mans.

He has also been a consultant to Motivo Engineering, a product engineering company noted for efficiently turning complex ideas into clever products. Dean met the Motivo engineers via Formula SAE, so it was a great fit.

His non-car interests are music and animals.

Dean has been an active volunteer with SAE, the Motor Press Guild, Friends of Torrance Animals, PAWS/LA, and the Motorsports Hall of Fame over the years.

Abstract
Graduating engineers today have more technical skills than ever before, but many have minimal comprehension of what life in the real world is like. Dean shares lessons learned that were not included in his BSME education. He will cover how to leverage active SAE participation into career opportunities, the good, bad, and ugly aspects of modern professional motorsports, and the ever changing politics of alternative fuels. Dean has given this presentation to over two-dozen times to schools from across the country. His presentation is designed to motivate first and second year students to become more involved with SAE. He welcomes a lively Q&A session.

Restrictions: No set restrictions - however, certain obligations might arise between now and when a lecture is requested, so some scheduling flexibility may be necessary. Ideally one-month lead is requested. Working with the local SAE section is encouraged such that a second nearby school might also be scheduled.

Equipment Needs: Request a projector and screen suitable for presenting a Microsoft powerpoint presentation from a laptop. Microphone optionally needed if a large auditorium is planned.

Fundamental Catalysis Research for Real-World Applications - Understanding the Deactivation of Selective Catalytic Reduction Catalysts in Diesel Applications

Yisun Cheng
Ford Motor Company
Dearborn, MI

Biography
Dr. Cheng is a Technical Expert in the Chemical Engineering and Emissions aftertreatment Department at Ford's Research & Innovation Center. She has been responsible for NOx aftreatment catalyst development including Lean NOx Trap (LNT) and urea-SCR for diesel engine applications since she graduated from the University of Michigan with a Ph.D. in Chemical Engineering in 1999. Her primary responsibility is supporting Ford diesel programs and developing improved and more robust NOx aftreatment catalysts. She has been conducting fundamental research on the technical development of LNT and SCR catalysts, including understanding the impact of aging on catalyst durability, the constraints preventing catalysts from reaching high NOx conversion, and identifying the capabilities of state-of-the-art NOx aftertreatment catalysts in light- & heavy-duty diesel engine applications. She also participated in several collaborative research projects with National Labs and Universities on understanding catalyst deactivation mechanisms.

Abstract
Base metal/zeolite SCR catalyst technology for NOx reduction is not new and has been widely studied and applied for stationary source emissions such as power plants. However, the use of urea SCR for vehicle applications is new and requires catalyst technologies that operate over a broad range of conditions in the harsh environment of diesel engine exhaust. The lecture will focus on the methods we have used to understand the mechanisms of SCR catalyst deactivation, and how that understanding has translated into improvements in the durability and performance of SCR catalyst technology over the life of the vehicle.

Restrictions: Weekdays are preferred. Please give at least four week notice to arrange work and travel.

Equipment Needs: Digital projector (with cable link to my laptop), plus screen are requested.

Working Toward "Virtually Zero" Motor Vehicle Fatalities

Jeff Dix
Nissan Technical Center North America
Farmington Hills, MI

Biography
Jeff is a Principal Engineer in Safety Engineering at Nissan Technical Center North America. He has a Bachelor of Science degree in Mechanical Engineering from GMI Engineering and Management Institute (now Kettering University) where he graduated with honors. Jeff has 13 years experience in developing vehicle safety with extensive experience in front and side impact, as well as rollover testing. His current responsibilities include advanced development in passive safety. He has a working knowledge of the regulations that affect the safety development of today's vehicles. He is an active member of SAE, having authored several technical papers, and is on two SAE committees.

Abstract
Motor vehicle crashes are one of the leading causes of fatalities in the United States. This lecture will discuss the challenges in pursuing a future goal of "Virtually Zero" motor vehicle fatalities with an emphasis on vehicle safety features. An overview of the factors that affect vehicle safety and the technologies that can be applied to address those factors; as well as testing needed to develop the passive safety of today's vehicles will be presented.

Restrictions: No set restrictions - however, request some flexibility depending on other obligations.

Equipment Needs: Projector for presenting Microsoft Powerpoint presentation from a laptop. Microphone is requested if a large auditorium is planned.

Formula SAE, A Design Judge's Perspective

Steven M. Fox
President / Director of Engineering
PowerTrain Technology, Inc.
Algonquin, IL

Biography
Steve currently heads an innovative manufacturing company, specializing in lightweight low-inertia drivetrain products for motorsports. In addition to 'off the shelf' solutions, he oversees one-off engineered drivetrain solutions for industrial and street use.

Previously, Steve was Engineering Director for Quarter Master Industries, Inc. (QMI), where he was employed for two decades. Steve is well versed in manufacturing engineering and materials selection and served as a design engineer responsible for all new product design, development and manufacture for most of his tenure with QMI, while at the same time dealing with many of the top racing teams from around the world.

Steve is an expert in I.C. engine technology and power transmission. One notable example of his development capability is the drivetrain package for Dodge's return to NASCAR in 1999. With a motorsports career that spans nearly 40 years, He has engineered, constructed, wrenched on, driven, broken, or piloted almost everything imaginable with 2, 3 or 4 wheels, a hull, or wings. He is a licensed aircraft pilot, racecar driver, scuba diver, and firearms instructor.

Steve was selected by Carroll Smith to participate in Formula SAE (FSAE) as a Motorsports Design Judge in 1999. He has been giving back to future engineers with FSAE involvement ever since. He has judged Baja SAE events, served as the Design Event Captain at FSAE - Virginia, and Chief Design Judge at Formula Student Austria. Steve is currently the Chief Design Judge for FSAE - Michigan, and also serves as Chief Design Judge at Formula Student Germany.

Abstract
Steve's presentation 'Those Who Cannot Remember The Past Are Condemned To Repeat It' is specifically targeted towards FSAE teams who wish to build a better car, without re-inventing the wheel. This presentation can be adjusted to suit the experience level of each team being visited. Historically, FSAE championship-winning teams, as well as new teams, have benefited from his presentations.

Subjects that Steve will cover include: Vehicle Design Principles; Chassis; Suspension; Steering; Brakes; Engine; Drivetrain; Gearing; Ergonomics; Team Management; Manufacturing; DFM (Design For Manufacturability); Material Selection; Heat Treat; Testing; Points Strategy Considerations; and most importantly, Project Management. Steve covers a LOT of material. Many teams video or audio record these meetings for review later.

After his formal presentation, your team may present your efforts to date. He will help you evaluate your design choices, and offer advice on selected optimization techniques. The informal question and answer session which follows can cover any area of FSAE competition. Your team's efforts are treated in the strictest of confidence. Steve will not share ANY information between schools.

Please understand Steve does not give your team 'the answers to the test'. He has to remain unbiased in order to be able to fairly and impartially judge at the competitions. He does provide insight and ideas from a design judge's perspective. Most importantly, he offers methods for 'thinking outside the box' that have driven past teams to new heights.

Restrictions: Friday evenings, Saturdays (or Sundays) are preferred, but weekdays can sometimes be accommodated.

Equipment Needs: Computer with a USB port, hooked to a Digital Projector for computer-based presentation.

Dynamics and Safety Benefits of Vehicle Stability Control Systems

Aleksander Hac
Delphi
Kokomo, IN

Biography
After holding a number of research and teaching positions at Universities dr. Hac joined Delphi Corporation in 1994, where he is a staff research engineer. He is primarily responsible for development of advanced control and estimation algorithms for vehicle safety systems. He contributed to the development of control and estimation algorithms for controlled suspensions, vehicle stability control systems, anti-rollover systems, integrated control of various chassis systems, and integration of active and passive safety systems. He is an author of over 70 refereed publications in the area of dynamics and control and holds more than 20 US patents.

Abstract
This lecture covers the vehicle stability control systems and their role in preventing and mitigating consequences of accidents. The fundamental principles of operation of these systems from vehicle dynamics and control perspectives are explained. Improvements in emergency handling and rollover resistance of vehicles are illustrated using test data. Use of information available within vehicle stability control system to benefit other safety systems is briefly discussed.

Restrictions: 2-3 week advance notice would be appreciated

Equipment Needs: Digital projector

The Basics & Secrets of Vehicle Aerodynamics

Paul T. Glessner, M.S.
President & Founder
Vehicle Aerodynamics Consultants, Inc.

Biography
Paul T. Glessner, M.S. 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 jump-seating 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 then later with the F-35 both at Edwards AFB and further in hypersonic aircraft design. Paul 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
Paul T. Glessner, M.S., aerospace industry aerodynamicist and automotive racing enthusiast, will host a technical seminar specifically designed for your event. Mr. Glessner's seminar covers the basics of lift, drag, airfoil design, windtunnel concepts, computational fluid dynamics (CFD), flow visualization and a variety of aerodynamic devices used in both commercial and racing car design. His 17 year aerospace background combined with stints with Roger Penske, Don Prudhomme, Dale Armstrong, NHRA, Bob Leitzinger, Vector Aeromotive, the Reno Air Racer - Rare Bear (world's fasted piston powered airplane) and as an instructor of 'Vehicle Aerodynamics' at Pasadena's renowned Art Center College of Design should prove to be both interesting, as well as extremely informative. This seminar is intended to be a great foundation for the amateur and refresher for the technically minded auto enthusiast. He consults to the aerospace and automotive worlds per his company, Vehicle Aerodynamics Consultants, Inc.

Currently at Mooney International - Chino flight testing the diesel powered M10 Proof of Concept aircraft as an aerodynamicist and flight test engineer, FTE.

Check out Paul's website: www.aeroseminars.com

Restrictions: None, however, open to travel to any location but outside factors may restrict the days of travel and thus event date on a weekly basis.

Equipment Needs: Pentium IV laptop or desktop with CD/DVD, USB and sound capability, screen, LCD projector for use with laptop/Powerpoint.
Whiteboard with large tip markers/eraser (if no whiteboard, preferred because of a lot of drawing, would need overhead projector)
Wireless clip-on microphone is desired

Autonomous Vehicles: The Role of HIL (Hardware-in-the-Loop) Simulation in Testing Ford's Autonomous Vehicle Platform

Adit Joshi
Ford Motor Company
Dearborn, MI

Biography
Mr. Adit Joshi is currently working as a Research Engineer in Automated Driving HIL Simulation in the Autonomous Vehicles & Controls department at Ford Motor Company. His current responsibilities include supporting the HIL simulation of Ford’s Autonomous Vehicle Platform alongside supporting CAE simulation activities related to electrification and connectivity. Mr. Joshi’s previous experience includes working as an Engineering Specialist working on HIL simulation and test automation at General Motors. Before joining automotive industry, Mr. Joshi graduated with a Master of Science in Mechanical Engineering specializing in Vehicle Dynamics and Controls, and a Bachelor of Science in Electrical Engineering specializing in Controls, from The Ohio State University. He is passionate about autonomy, electrification and connectivity. He has also authored three SAE International technical papers on HIL simulation.

Abstract
The automotive industry is heading towards the path of autonomy with the development of autonomous vehicles. This presentation will provide an overview of autonomous vehicles and discuss why there is an urgent need for this technology. It will also focus on the requirement of redundant mechanical systems and controls as part of the autonomous vehicle platform since there will be no driver backup present in highly automated vehicles. This presentation will elaborate on the role of simulation in accelerating development and testing of autonomous vehicles as in-vehicle testing for autonomous vehicles will be considered expensive, time-consuming, and unsafe due to the number of scenarios and driven kilometers required for validation. In particular, a powertrain and chassis hardware-in-the-loop (HIL) simulation of the autonomous vehicle platform and the correlation of the performance of the corresponding subsystems with those of the actual autonomous vehicle will be presented. The testing setup for HIL simulation which includes powertrain controllers and actuators, redundant brakes and steering controllers, alongside full brake hydraulics hardware will be discussed in detail.

Restrictions: Request at least two week notice to fit into work schedule

Equipment Needs: Projector and screen with classroom computer console or a cable to HDMI connect to a laptop for presentation, microphone required if presenting to a large audience.

Heated Injectors for Ethanol Cold Starts and Emission Reduction

Dan Kabasin
Delphi
West Henrietta, New York

BIOGRAPHY
Dan Kabasin has been a member of Delphi's Advanced Engineering organization since 1977. Throughout his engineering career, Dan has focused on innovation and refinement of engine air/fuel/exhaust products, controls and systems. His efforts have included investigations in alternative liquid and gaseous fuels, mechanical and electro-hydraulic variable valvetrains, as well as advanced exhaust aftertreatments. Dan has made significant contributions to Delphi's intellectual property portfolio as an inventor of nineteen US-issued patents and author of nine defensive publications. He is a charter member of the Delphi Innovation Hall of Fame.

Abstract
Fuel injectors capable of rapidly electrically heating ethanol for cold starts below ethanol's flash point temperature have been developed for the Brazilian transportation market. When these heated injectors are employed in conjunction with engine management system enhancements, ethanol cold start performance is similar to that of gasoline. These injectors also enable the enleanment of 20ºC cold start fueling, which has shown to reduce FTP bag emissions with a variety of automotive fuels.

Restrictions: At least one month's notice is kindly requested.

Equipment Needs: A digital projector, capable of interfacing with a laptop, and corresponding screen.

Tire Testing and Modeling for Vehicle Dynamics

Dr. Edward M. Kasprzak
President
EMK Vehicle Dynamics, LLC
Buffalo, New York

Biography
Dr. Kasprzak is the President of EMK Vehicle Dynamics, LLC, and an Associate at Milliken Research Associates, Inc. He has worked in the field of automobile vehicle dynamics since 1996 with expertise in the areas of tire & vehicle testing, modeling and simulation. Customers have included passenger car manufacturers, their suppliers and professional racing teams. Dr. Kasprzak is the co-founder and co-director of the Formula SAE Tire Test Consortium and annually serves as a design judge at Formula SAE Michigan. He is a former Adjunct Assistant Professor at the University at Buffalo where he taught two courses on vehicle dynamics and advised the SAE student chapter. His publications include numerous technical papers, magazine articles and co-authorship of "Race Car Vehicle Dynamics: Problems, Answers and Experiments" with Bill and Doug Milliken. He also contributed chapters on tires and simulation to "Learn & Compete: A Primer for Formula SAE, Formula Student and Formula Hybrid Teams". Dr. Kasprzak is the 2012 recipient of SAE's Excellence in Engineering Education award.

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

Motor Vehicles and Air Quality: Assessing Particulate Matter Emissions

Matti Maricq
Technical leader
Ford Motor Co.
Dearborn, MI

Biography
Matti Maricq is a Technical Leader in the Chemical Engineering & Emissions Aftertreatment Department at Ford's Research and Innovation Center. He currently heads the Vehicle Emissions Research Laboratory. This is a chassis dynamometer facility which is set up for state of the art vehicle exhaust measurements. It provides Ford's research engineers the tools to investigate the effectiveness of new engine and aftertreatment technologies to reduce emissions of gaseous and particulate pollutants.

Matti has been at Ford for 21 years. He received a Ph.D. in physical Chemistry from the Massachusetts Institute of Technology. After post-doctoral work at the University of Colorado, Boulder and Oxford University he joined the Chemistry Department faculty at Brown University. In 1989 he moved to Ford to pursue atmospheric chemistry related to vehicle emissions. His arrival coincided with rising concerns over CFC's role in stratospheric ozone depletion, whereupon he established a research program to investigate the atmospheric chemistry of CFC replacements.

In the 1990's concerns began to surface regarding potential adverse health associations with increases in ambient particulate matter (PM) levels. During this time Matti shifted his research efforts to the investigation of PM emissions from motor vehicles. He has been active in this area for the past 15 years. His research interests in this area include the aerosol physics behind PM emissions and measurement, soot formation in flames and engines, characterization of combustion PM, and the development of better PM sampling and measurement methodologies.

Besides his work at Ford, Matti is active in the Coordinating Research Council, the American Association for Aerosol Research, the American Chemical Society, and the Society of Automotive Engineers.

Abstract
Motor vehicles have been recognized already since the 1950s to contribute to urban smog. Regulations by the California Air Resources Board and the Clean Air Act ushered in modern three-way catalyst equipped vehicles to combat urban ozone. Then in the 1990s epidemiological studies raised concerns about potential health associations with particulate matter (PM10 and PM2.5).

PM is a physically and chemically heterogeneous substance; thus, a good understanding of its properties is necessary to implement effective emissions aftertreatment and to understand how this impacts the atmospheric impact of vehicle emissions. This lecture aims to provide a fundamental basis for understanding how PM originates in combustion engines, the physical and chemical nature of PM emissions, and the issues involved in measuring these emissions.

Restrictions: No set restrictions - however, certain obligations might arise between now and when a lecture is requested, so some scheduling flexibility may be necessary.

Equipment Needs: Request a projector and screen suitable for presenting a Microsoft powerpoint presentation from a laptop. Microphone optionally needed if a large auditorium is planned.

Launch and Range Concepts, Developmental Planning and Projects

Greg Meholic
The Aerospace Corporation
Launch and Range Concepts, Developmental Planning and Projects

Biography
Mr. Meholic works at The Aerospace Corporation where he supports future space launch concept development for the US Government. He also evaluates novel propulsion systems and engine cycles geared towards hypersonics and access to space. He is an expert in liquid rocket engine design and has supported over 40 launches as well as a number of advanced propulsion programs. Greg holds a Bachelors and Masters Degree in Aerospace Engineering from Embry-Riddle Aeronautical University. His 20 years of aerospace industry experience has given him extensive practical knowledge in aerodynamics, aircraft design, gas turbine and rocket engines and alternative propulsion systems. He is a Distinguished Lecturer and Associate Fellow of the American Institute of Aeronautics and Astronautics and serves on the Nuclear and Future Flight Propulsion Technical Committee. Among his numerous patents and published work in the aerospace field, he has also authored several papers on his own ideas about faster-than-light travel, the construct of space-time, and the grand unified theory. Greg is also an adjunct professor at Loyola-Marymount University instructing courses on Propulsion System Design and is an avid, instrument-rated, private pilot.

Abstract
"Advanced Space Propulsion Concepts for Interstellar Travel"
The presentation begins by examining just a few of the compelling reasons why humans should explore the heavens beyond the bounds of the solar system. Certain terms and issues are defined to clarify the requirements of such daunting journeys. The talk then centers around the key technology required to make such missions possible—propulsion. To start with, a brief discussion is given on the state of the art of in-space chemical propulsion systems to develop a foundation of where engine technology is today. The talk then takes an evolutionary approach by exploring some of the more advanced engine systems intended for long-range solar system exploration, such as nuclear engines, antimatter engines and interstellar ramjets, which define the capability limits of chemical propulsion. After comparing the predicted performance of these advanced concepts to the requirements for interstellar journeys, the focus will then shift to describe a new paradigm of “propellantless” propulsion schemes that have their basis in modern theoretical physics and cosmology. If found attainable, concepts such as space-time manipulation, faster-than-light travel, wormholes, quantum drives, and so on, may provide the only viable propulsion options to enable reasonable trip times to distant stars. To show that these ideas are not merely the dreams of science-fiction, brief descriptions will be given on the latest, global, experimental efforts to explore the fundamentals behind some of these intriguing concepts. The talk will end with some inspiring conclusions and hopefully instill the belief that mankind will someday move beyond the bounds of our solar neighborhood.

Restrictions: I do not do events on Fridays or weekends.

Equipment Needs: I just need a VGA cable, a projector and a screen. I will bring my own computer, slide advancer and pointer.

Improved Plug-In Hybrid Electric Vehicle Emission Measurements

Tim Nevius, Ph.D.
Analytical Specialist
Horiba Instruments Inc.
5900 Hines Drive
Ann Arbor, MI 48108

Biography
Tim develops instruments and sample systems for vehicle emission measurements. Examples include a fuel-flow meter, exhaust flow meter, bag mini-dilutor sampling systems, constant-volume sampling, On-board portable analyzers, diesel particulate measurements, and various gas analyzers.

Much of the development is aimed at finding solutions to problems that must be overcome to accurately measure exhaust gases. Many of the solutions have been described in SAE papers, and several resulted in patents and new products. Plug-In Hybrid emission testing is a challenging application that Tim has been working on for several years.

Abstract
A Plug-in Hybrid Vehicle represents a new type of emissions test, where the vehicle will often be able to complete a test cycle with the gasoline internal combustion engine operating less than 20% of the time. This will result in a Constant-Volume Sampling System (CVS) over-diluting the vehicle exhaust, because the CVS continues to fill the sample bag when the engine is shut down.

This also results in a partial-flow sampling system (Bag-MiniDilutor or BMD) accumulating too little diluted exhaust gas in the sample bag to perform an accurate gas analysis. Both the CVS and BMD need major countermeasures to test PHEVs accurately. This presentation describes the measurement problems, and presents several solutions.

Restrictions: One month in advance notice to schedule with work.

Equipment Needs: Digital projector and cable to connect to my laptop.

Racing Brake Systems – Understanding FSAE Design Judging – Effective FSAE Team Organization and Planning

Mike O’Neil
Technical Director
Essex Parts Services Inc.
Cramerton, NC

Biography
Mike O’Neil has earned his living in professional motorsports since 1995 and has been involved with Formula SAE even longer. As a student, he competed in FSAE for four years at the University of Akron, where he received his BS and MS mechanical engineering. He was on a first-year team, team captain for three years, and was an adviser while in graduate school. Fellow industry professional Carroll Smith recruited him for design judging, for which he was the Chief Design Judge for all FSAE California events.  O’Neil was Technical Director for Tilton Engineering Inc. for 14 years and has been Technical Director for Essex Parts Services Inc. since 2010. His technical areas of expertise include brake, clutch, and driver control systems. He is in charge of all new-product development, designed the brake system dynamometer, and is in charge of all brake system testing at Essex. He also designed the brake bedding machine for which he holds a patent. During his career, he has worked with NASCAR, Indycar, professional sportscar, off-road, and other teams with their brake and driveline systems. As one who builds and races his own machines, he was a 2009 AMA flat track motorcycle amateur champion. He is still active on the amateur national level.

Abstract
The presentation is multi-faceted, covering the needs of different team members. Almost all students express the need for better team organization and planning. Most also want to know more about how their program can help them to be more successful in the Design scoring category, which can also help them in all areas of performance. Then there is the brake system, which is more powerful than the engine. Yet, it is an area that most SAE teams do not address to near its full potential. The presentation does not get into the math as much as it does explain how the brake system works, the important details that are often unknown or missed, and what to consider when designing the brake system. One needs this understanding before one can properly use the equations and develop a top-notch system. 

Equipment Needs: Projection system to which computer can be connected, a dry erase board is helpful for answering questions.

Designing a Lightweight and Fuel Efficient Automobile for the 21st Century

Gregory E. Peterson
Principal Materials Engineer
Michigan Manufacturing Technology Center
Plymouth, MI

Biography
Mr. Peterson is the Principle Materials Engineer for the Michigan Manufacturing Technology Center (The Center). He is currently serving as The Center's embedded engineer supporting the Lightweight Innovations For Tomorrow (LIFT) engineering team. His prior position was Senior Technology Specialist for Lotus Engineering. His Lotus responsibilities included investigating private and public sector innovations, technology transfer to Lotus and program management. He assisted Lotus Engineering in designing lightweight, cost effective solutions for a wide variety of industries including transportation, aerospace, wind energy and agriculture. He was involved in investigating emerging technologies, including materials, forming processes and joining methodologies and creating opportunities to integrate them into mainstream production platforms. His OEM and Tier 1 automotive engineering experience for both EVs and ICE powered vehicles includes powertrain, chassis/suspension, body structure, closures, aerodynamics, thermal systems, interiors, electrical/electronics/electrical machines and materials. Mr. Peterson spent 18 years at Pontiac Engineering and CPC Advanced Vehicle Engineering including assisting in the development of GM's only two seat mid-engine sports car and the initial engineering of the second generation model. His post GM career includes advanced composites engineering at GE Plastics, electronic control systems development, aero-thermal systems R&D and chassis and body development programs including engineering an aluminum sports car chassis as part of Chrysler's SRT team. Mr. Peterson is a performance enthusiast who owns several vintage sports cars and raced a Formula V in SCCA competition. He holds twelve patents in multi-disciplinary fields and has been published by the Society of Automotive Engineers, IMechE, the International Appliance Technical Conference and Purdue University. He is a regular presenter at national and international engineering conferences.

Abstract
Automakers are facing substantial challenges today as a result of current and pending CO2 and fuel economy regulations. Fuel economy needs to be improved by about 50% in the next decade while current safety systems remain in place or are legislated to be even more rigorous. This presentation will provide background information on the specific regulatory requirements and the technologies that engineers have available to meet these new standards. The presentation will assess the specific contributions of enabling technologies, including aerodynamics, mass reduction and tire/wheel/chassis systems. Example cases, based on Lotus public domain projects, will be cited to demonstrate the potential for contributing to improved fuel economy. The review will cover the ground up design of a new lightweight vehicle that weighs almost 40% less than the identical size steel baseline vehicle. Key systems will be reviewed in detail including the body structure, chassis/suspension, interior and closures. The structural performance of this vehicle will be presented; animated models undergoing FMVSS crash testing will be shown and compared to NHTSA test results for the baseline vehicle. The final presentation segment includes a cost assessment of the Lotus lightweight vehicle. This study, backed by data generated by an independent costing firm, shows how an holistic, total vehicle approach to lightweighting can provide substantial financial offsets that can allow an ultra-light vehicle, using much more expensive materials, to be produced at near cost parity with current production automobiles.

Restrictions: Request one month's advance notice to fit into work schedule

Equipment Needs: An overhead projector with a VGA connector and a nearby white board & marker.

Defects in Aircraft Design & Materials: Engineering Lessons Learned

Larry Rinek
Principal Consultant
Rinek Consulting Services
Santa Clara, California

Biography
Larry Rinek is the Principal Consultant at Rinek Consulting Services. He was formerly a Senior Technology Consultant in the Technical Insights Division of Frost & Sullivan, where he had more than 17 years of service. His focus there was evaluation of emerging technologies and their commercial potential in aerospace & defense, automotive & transportation, industrial machinery, as well as advanced engineered materials. He is a trained engineer, a published historian (author of more than 25 items, including 6 SAE publications) focusing heavily on U.S. aviation technology history, a former USAF officer, a former student pilot, and veteran of the U.S. aerospace industry. Mr. Rinek is an active member of the AIAA and SAE technical societies, as well as the American Aviation Historical Society (AAHS), the Aircraft Engine Historical Society (AEHS), the Society for Aviation History (SAH), and the Wings of History (WOH). He earned a BS (with honors) in Industrial Engineering and an MBA in Marketing, both from UCLA. He has also been a guest lecturer in aero engineering for 9 colleges and universities across the US and Canada, with most of these visits sponsored by the SAE. Mr. Rinek has over 40 years of business and technology consulting experience. Many of his consulting projects have been sponsored by leading aerospace and motor vehicle builders/system suppliers around the world.

Abstract
Why have preventable mishaps in aircraft occurred (which are not the fault of pilots), resulting in loss of life and property? Many of these incidents are directly attributed to human error and negligence in aircraft design as well as processing of materials (manufacturing issues). How can engineers prevent or at least minimize such unpleasant events, thus improving aircraft safety? What lessons can we learn from historical mishaps, so that they might be avoided in the future? Answers to these questions will be addressed, while exploring 12 case studies, involving some well-known civil and military aircraft programs. We will see how engineers recovered from hidden defects, and developed workable solutions.

Restrictions: Request a few weeks advance notice, to fit into work schedule

Equipment Needs: Digital projector (with cable link to my laptop), plus screen are requested. For larger student groups, desirable to have a podium with amplified audio, a microphone, and a connection to laptop audio out (via headphone mini-jack).

Formula SAE and Other Perspectives from 40 Years in the Auto Industry

Michael Royce
Consultant
Albion Associates LLC

Biography
Michael Royce, now working as a consultant for Albion Associates LLC, retired from the DaimlerChrysler Corporation in June 2004 after almost 41 years within the Chrysler family. During that time he held a number of management positions, including assignments in Truck Engineering, Product Planning, Engine Development and Powertrain Program Management. Between late 1991 and 1994 he was the Technical Director at Lamborghini Engineering in Italy, managing the Chrysler-Lamborghini Formula 1 engine program. His last assignment at Chrysler was that of Senior Manager of Advanced Engine Technologies.

He has been an active member of SAE International since 1965, served on the organizing committee of all the SAE Motorsport Engineering Conferences and is currently the Chairman of the Motorsports Engineering Committee. From the SAE he received the Excellence in Engineering Education Award in 2005 and the Forest R. McFarland Award in 2010.

Royce has been actively involved in Formula SAE since 1986, was a member of the Formula SAE Rules Committee from 1996 to 2009, its Chairman from 2000 to 2009 and Chairman of the University Programs Committee from 2004 through 2007. He is currently on the Rules Committee for Formula Hybrid. He has officiated at over 65 Formula SAE, Formula Hybrid, Formula Student (UK), Formula SAE-Australasia and Formula SAE-Italy competitions. He, his wife Suzanne, and a number of other leading FSAE experts recently published the book "Learn & Compete, a Primer for Formula SAE, Formula Student and Formula Hybrid Teams."

He has been a licensed scrutineer (technical and safety inspector) since 1973, officiating at local SCCA autocrosses, club and pro races, stage rallies, FIA-GT, World Endurance Championship, Moto GP and Formula 1 events. He has been the Assistant Chief Scrutineer at every Formula 1 Grand Prix in the USA since 1986.

Michael has Master's degrees in Mechanical Sciences from the University of Cambridge, in Automotive Engineering from the Chrysler Institute of Engineering, and in Management from the University of Michigan-Dearborn.

Abstracts
"Lamborghini Engineering-Chrysler's Foray into Formula 1".
In 1987 Chrysler purchased Automobili Lamborghini S.p.A. and decided to design and build a Formula 1 engine for sale to F1 teams. They formed a new company, Lamborghini Engineering S.p.A. for this purpose. This presentation covers the history of Lamborghini Engineering from its birth until its demise in 1994, when it was sold to an Indonesian consortium, focusing on Mr. Royce's time in Italy as the Technical Director from November 1991 to May 1994.

"Detroit to Austin - a Look at 30 Years of Formula 1 in the USA".
This presentation looks at 30+ years of Formula 1 in the USA from Mr. Royce's perspective as a scrutineer (technical and safety inspector) at the Detroit, Phoenix, Indianapolis and Austin events from 1982 to the present day, and highlights some of the changes that have occurred in that time. The presentation is usually given with his wife, Mrs. Suzanne Royce, who has been the Chief Scrutineer for Formula 1 in the USA since 1985. Mrs. Royce is the only lady Chief Scrutineer in Formula 1 today.

"Grades Do Count-But That's not All - Tips for Engineers in Training".
Good grades and technical skills are not all that employers are seeking. Based on his forty years in the automotive industry, Michael Royce will review the other attributes and skills that employers are seeking in their new hires, and how programs like the SAE's Collegiate Design Series can supply a number of these attributes. He will also suggest some tips when preparing for job interviews and give his thoughts about continuing education.

A number of presentations pertaining to Formula SAE and Formula Hybrid, specifically:

• "2017 FSAE & Formula Hybrid Rules Changes"

• "Team Building & Organization"

• "Project Management"

• "The Design Process"

• "Safety"

• "Sponsorship"

• "The Frame & SES"

• "Testing & Development"

• "Report Writing & the Reports"

• "Traveling To and At the Competition"

• "Getting Through Technical Inspection"

• "Resources"

Optimizing FSAE Designs using the best practices in CAD, FEA, and CFD.

James Shaw
Fastway Engineering
Boston, MA

Biography
Jim Shaw is currently the Managing Director of Fastway Engineering, an engineering firm dedicated to helping companies get the most out of their CAD/CAE software. Using hands-on, project-based curriculum, Fastway Engineering helps Designers, Engineers, Makers, and Manufacturers climb up the learning curve as fast as possible. Prior to that, he's designed, analyzed, tested, built, and broken a wide range of products. LinkedIn profile

Abstract
This lecture is intended for current Formula SAE students who realize that in order to optimize your design, you need to try to as many design variations as possible. To do so, the use of Computer Aided Design and Engineering (CAD/CAE) tools, including Finite Element Analysis (FEA) and Computational Fluid Dynamics (CFD) is required. These skills are not necessarily a part of the current academic curriculum, but they are almost certainly required by hiring companies. The Formula SAE program provides the perfect environment for establishing robust CAD/CAE practices.

This seminar does not focus on a single specific software package, but rather it addresses the benefits (and limitations) of the software as a whole, and attempts to establish methodologies that can be applied to any CAD/CAE software. Discussions and hands-on projects include:

• Best practices in CAD Design – from Part Geometry creation to Assembly Data Management

• Time-saving techniques for preparing CAD geometry

• An overview of meshing for FEA & CFD (Tet vs. Hex)

• Static vs. Dynamic FEA

• An overview of all commercially available CFD codes & Turbulence Models

• Turbulent Steady State Flow around an FSAE vehicle

• Calculating lift and drag from a CFD analysis

• Using digital design tools in the professional Product Development Process

• Pros & Cons of using local vs. remote services (Cloud Computing, SaaS, etc)

• Tube chassis: Design, analysis, testing, and manufacturing.

• FSAE Rules (Part T Article 3 & Part AF), SES form, etc.

Prior knowledge of 3D CAD/CAE tools is required. Each seminar can focus on which ever software the school wants, such as those from: Ansys , Autodesk, CD-Adapco, Dassault Systems (CATIA & Solidworks), Onshape, OpenFOAM, PTC, Siemens PLM, Simscale, etc.

Restrictions: None

Equipment Needs: Typical classroom/training room setting - projector & microphone for larger audiences.

Christopher E. Singer
Director, Engineering Directorate
NASA's Marshall Space Flight Center

Biography
Christopher (Chris) E. Singer is the director of the Engineering Directorate at NASA's Marshall Space Flight Center in Huntsville, Alabama. Appointed to the position in 2011, Mr. Singer leads an organization of 1,400 civil service and 1,200 support contractor employees responsible for the design, testing, evaluation, and operation of hardware and software associated with space transportation, spacecraft systems, science instruments and payloads under development at the Marshall Center. The Engineering Directorate also manages NASA's Payload Operations Center at Marshall, which is the command post for scientific research activities on-board the International Space Station.

Mr. Singer began his NASA career in 1983 as a rocket engine specialist. In 1992, he served a one-year assignment at NASA Headquarters in Washington, DC, as senior manager for the space shuttle main engine and external tank in the Space Shuttle Support Office.

In 1994, Mr. Singer supervised the development and implementation of safety improvements and upgrades to shuttle propulsion components. In 2000, he was appointed chief engineer in the Space Transportation Directorate then was selected as deputy director of Marshall's Engineering Directorate from 2004 to 2011. He has authored numerous papers on propulsion systems, systems engineering, and cultural factors in high risk systems development including "Success through Failure," "Getting to First Flight," and "Cutting More than Metal--Breaking the development cycle."

In 2006, he received the Presidential Rank Award for Meritorious Executives - the highest honor for career federal employees. He was awarded the NASA Outstanding Leadership Medal in 2001 and 2008 for his leadership. In 1989, he received the prestigious Silver Snoopy Award from the Astronaut Corps for his contributions to the success of human spaceflight missions.

A native of Nashville, Tennessee, Mr. Singer earned a bachelor's degree in mechanical engineering in 1983 from Christian Brothers University in Memphis, Tennessee. Mr. Singer is married to the former Jody Adams of Hartselle, AL. They have three children and live in Huntsville, AL.

The Adventures (and Misadventures) of a Lubricant Engineer: Fun with Oil

Don Smolenski
Evonik Oil Additives USA
Detroit, MI

Biography
Don has a B.S. in Chemistry from the University of Michigan - Dearborn and a Ph.D. in Chemical Engineering from Wayne State University. He is OEM Liaison Manager - North America, Evonik Oil Additives USA, since August 2012; responsible for OEM contacts and management of fuel economy projects. Don retired from GM after a 33-year career spanning R&D and Worldwide Facilities. He developed and ran engine dynamometer and field tests, is a co-inventor of the GM Engine Oil Life Monitor installed in nearly all GM North America vehicles since 2000, developed GM industrial lubricant standards and lead the GM used oil management and recycling program, championing the use of recycled oil in plants. Don is a Fellow of the Engineering Society of Detroit and the Society of Automotive Engineers. He jokes that he has 22 kids all over the world - 19 were foreign exchange students.

Abstract
Dr. Smolenski's presentation will cover the more interesting anecdotes from different segments of his career. He will show how taxi tests helped elucidate the effects of subtle differences in antiwear chemistry on wear results. He will discuss how they gained deep insights into engine hardware (things that the engine guys didn't even know) when developing engine tests. Don will share his part in a small team that developed the GM Engine Oil Life Monitor. He will recall his experiences an expert witness for the Department of Defense. When Don transferred to Worldwide Facilities Group, he spent a significant amount of time in plants and will reveal some unique insights into plant culture. Don developed energy efficiency tests and will relate how he used them to debunk claims of miracle aftermarket additives. He also developed a comprehensive used oil program, and used a beer analogy to get plant buy in. Don returned to R&D and survived deep headcount cuts during GM's bankruptcy. He chaired the GM global engine oil team, and will relate the great diversity of this team and how amusing it was at times. Don will also share his observations on life after GM.

Restrictions: Request one month's advance notice to fit into work schedule

Equipment Needs: A digital projector.

Perhaps a Man Can Change the Starts - Engineers Rock! Learn how to lead Non Engineering Colleagues and Succeed!

Bob Stearns
CEO
Powerful Potential
Wexford, PA

Biography
Bob Stearns is one of only 98 people in history to lead an organization to win the prestigious Malcolm Baldrige Award. He was the Leader and Architect of Pittsburgh based Medrad's 2003 journey to win the award. The Award is presented by the President of the United States. Bob founded his company, Powerful Potential in 1985. He specializes in:

• Leadership Development

• Strategic Planning

• Customer Loyalty

• Employee Engagement

• Process Improvement

Bob a Professional Public Speaker and has spoken in eight countries. He inspires audience members to optimize their personal potential and their company's potential. Bob is also an author. His highly acclaimed book is titled "Perhaps a Man Can Change the Stars."

Bob worked at Medrad, Inc., a leading developer of medical imaging products where he was the Director of Organizational Development and the Quality and Productivity Center. Bob founded Medrad University, and implemented a number of innovative Organizational Development initiatives including Total Quality Management, Self Directed Work Teams, Career Development, Competency Based Training, and Performance Improvement Teams. He was also responsible for the introduction and implementation of the team based/high performance culture in Medrad's international subsidiaries, and for Medrad's parent company in Germany. Bob worked for the US Department of Commerce as a Senior Examiner for the Baldrige Award. He received the Award for Excellence in Human Resources Development from the American Society for Training and Development.

Bob's company, Powerful Potential, clients include Armco Advanced Metals Corporation, Witco Chemical Company, Respironics, Mine Safety Appliances, International Plastics, Oberg Manufacturing, South Hills Health System, the Pittsburgh Symphony Orchestra, the Carnegie Museum, Harmarville Rehabilitation Center, the Hospital Council of Western Pennsylvania, and Schering AG. Bob has a BS in Psychology from the University of Pittsburgh, and has completed post-graduate classes in leadership development at Carnegie Mellon University. He has taught at several local universities including the University of Pittsburgh and Washington and Jefferson College. He has served as a Director on the Boards of National Church Solutions, the Orchards at Foxcrest, the Pa. Society of Association Executives, the Pa. Association of Non Profit Organizations and for the University of Pittsburgh's Institute of Entrepreneurial Excellence.

Abstract
Engineers make great leaders, but in most organizations they face internal competitors (but not limited to) marketers, Executives and Customers. We all want to develop relationships and to make allies out of our competitors and to make a difference in our personal, and professional lives. However, Roadblocks, Competitive Relationships and lack of Resiliency can get in the way. Your presenter, Bob Stearns will show you how to overcome the Roadblocks and to develop a High Performance Culture. His experience in leading Medrad to win the Baldrige Award, and in working with his clients will help you and your colleagues to thrive! His presentation is informative, humorous and highly interactive.

" Bob was principally responsible for the development of Medrad's employee culture, which drove Medrad to win the Baldrige Award" - Tom Witmer, CEO

Ed Widder, Chicago SAE said: "Bob's program on Innovation was one of the best we've seen!"

The nine strategies Bob will present are from his book, "Perhaps a Man Can Change the Stars"

1. The Art of Influencing Marketers, Executives, Customers and others -

   • Become a Chess Master - How Influence Power can Trump Position Power

2. How to ensure shared Accountability for projects

   • Mindset and structural changes that are needed

3. Understanding and Cultivating Customer Loyalty and the Customer Experience

   • Focus on outcomes to develop innovative ways to achieve loyalty

4. Engaging employees throughout your organization

   • Most organizations achieve 43% engagement, Baldrige organizations achieve 90%+

5. Encouraging Innovative Thinking

   • 3M allocates 15% of employee time for innovation - should you?

6. Tackle the Toughest Challenges and Never Quit

   • A fundamental mindset for thriving in relationships and achieving results

7. Focus on what you do have, not on What you Don't Have

   • This advice will help you to achieve your potential and to become resilient

8. Change the Stars

   • You can do anything you want to do, be anything you want to be!

Improve results, relationships, and dramatically leverage your potential and the potential of colleagues! We needed to find ways for the organization to work together. Bob worked with the Pittsburgh Symphony to plan strategy and to forge new relationships between the Board, Management, the Musicians (union) and Volunteers that allowed us to succeed" - Gideon Toeplitz, Executive VP.

Equipment Needs: An LCD projector; lap top, slide advancer; mobile microphone.

Vehicle Assembly Manufacturing – Operations, Management, and Development

Dr. Herman Tang
Eastern Michigan University
Ypsilanti, MI

Biography
Dr. Tang is a professor at Eastern Michigan University (EMU). Before joining EMU, he was a lead engineering specialist at Fiat Chrysler Automobiles (FCA). At FCA for about 16.5 years, Dr. Tang worked on manufacturing system development and launch support for five vehicle programs, and led the specialist team to evaluate, analyze, and help improve the manufacturing system performance and capability of other two new vehicle programs.

Dr. Tang’s technical expertise is in the areas of assembly system development, process planning, tooling development management, lean manufacturing, dimensional quality control, welding, launch support, and project management. Dr. Tang completed his doctorate study at the University of Michigan in 1999 and earned an MBA degree in industrial management from Baker College. Dr. Tang is an active member of SAE, ASME, SME, AWS, and ASQ, having authored two books published by SAE recently and serving associate editor and reviewer for several scholarly journals.

Abstract
This seminar is intended for engineering students, entry-level manufacturing engineers and all levels of non-manufacturing professionals of the automotive industry. The seminar might be viewed as 80% engineering and 20% technical management in nature. The seminar covers the assembly processes, operations management, development of vehicle assembly systems, and process planning pertaining to the automotive manufacturing, specific topics include:

• Main vehicle assembly processes and operations

• Vehicle assembly operations management

• Continuous improvement of operational performance

• Development of vehicle assembly systems

• Process planning for vehicle assembly

• Tooling development management for vehicle assembly

Each presentation topic takes about one and half hours. The technical contents and depth of presentations may be adjusted upon request. Further collaboration in the topics can be considered.

Restrictions: No set restrictions. Three-week advance notice would be appreciated. Some scheduling flexibility may be necessary depending on other obligations.

Equipment Needs: Projector with a cable to HDMI connect to a laptop for presenting a MS powerpoint presentation, a laser pointer, a wireless clip-on microphone optionally needed if a large auditorium is planned.

These topics are also covered in the speaker's books: "Automotive Vehicle Assembly Processes and Operations Management" or "Manufacturing System and Process Development for Vehicle Assembly".

1. Vehicle Efficiencies - Engine, Weight, Electrification
2. Multi Material Lightweight Vehicle (MMLV) Architecture

Dr. David A. Wagner
Ford Motor Company

Biography
Dr. David Wagner leads a research and advanced engineering group developing and implementing lightweight structural systems for future Ford Motor Company vehicles. Recently he and his team helped develop the lightweight steel frame and aluminum cab and cargo box for the 2015 F-150. Dr. Wagner led the Multi Material Lightweight Vehicle (MMLV) project for Ford with colleagues from Magna and support from DOE. He delivered the magnesium instrument panel support beam on a past Explorer and the 2003 Ford GT. Dr. Wagner leads development efforts in lightweight body and chassis systems to meet crash safety, durability, NVH (noise, vibration and harshness) functional requirements while minimizing weight, cost and manufacturing complexity. Additionally, he has expertise in closure systems, body construction, dynamic sealing, vehicle systems engineering including hybrid electric vehicles, fuel cell vehicles and active safety systems. He is a subject matter expert in lightweight materials, structural adhesives, joining and finite element analysis. Dr. Wagner conducts research on magnesium, composites, aluminum and advanced high strength steel alternatives for vehicle components and systems. He holds a Ph.D. from Stanford University in Mechanical Engineering, and Civil Engineering degrees (M.S.C.E and B.S.C.E.) from the University of Notre Dame. He has over 20 patents and over 50 publications.

Abstract
1. Vehicle Efficiencies - Engine, Weight, Electrification
With the increasing demands on improved fuel economy, safety and CO2 footprint, Ford Motor Company is striving to make vehicles more efficient. Recent advances in gasoline engine technologies, vehicle weight reduction, and powertrain electrification are discussed as parts of the systems approach to increasing vehicle efficiency. Ford's EcoBoost gasoline, direct injection, turbocharged engines gives up to a 15% fuel economy improvement. Reducing vehicle weight through alternative lightweight materials enables further efficiency gains. Electrified powertrains offer significant reductions in tailpipe emissions. Ford's approach of mass reduction plus downsized EcoBoost engines and electrification presents the path to meeting future customer and governmental requirements.

2. Multi Material Lightweight Vehicle (MMLV) Architecture
With the increasing demands on improved fuel economy, safety and CO2 footprint, Ford Motor Company is turning to lightweight materials for body and chassis structures plus other vehicle systems and components. The Multi Material Lightweight Vehicle (MMLV) developed by Ford Motor Company and Magna International is a result of a US Department of Energy project DE-EE0005574. The project demonstrates the lightweighting potential of a five passenger sedan, while maintaining performance, occupant safety and utility of the baseline production vehicle. Prototype vehicles were manufactured and limited vehicle testing was conducted. The MMLV vehicle design, comprised of commercially available materials and production processes, achieved a 364 kg (23.5%) full vehicle mass reduction, enabling the application of a 1.0-liter three-cylinder engine, resulting in a significant environmental benefit and fuel reduction.

Restrictions: Please give at least five week notice to arrange work and travel.

Equipment Needs: Digital projector (with cable link to my laptop), plus screen are requested. For larger student groups, desirable to have a podium with amplified audio and a microphone.

Presentation Name:

1. Functional Safety ISO 26262: Why adopt it and why get certified?

2. Product Development Lifecycle: Why you need to get different engineers in sync.

3. Model Based Engineering: Best Practices

Dr. Mohamed Zaher
Engineering Leader
LHP Engineering Solutions
Pontiac, MI

Biography
Dr. Zaher leads the LHP engineering teams in Michigan working on product development for LHP customers. He received his Ph.D. from the University of Illinois at Chicago in 2013. Dr. Zaher is a functional safety certified automotive engineer with more than 8 years of experience in product development using the V-model. Dr. Zaher’s work revolved mainly around the following areas: 1) Systems engineering: working on requirements development and both deductive and inductive analyses using DFMEA & FTA leading to system design, and 2) Model based Engineering using MATLAB, Simulink and Stateflow to develop mathematical plant models and control algorithms for various systems using rapid prototyping methods to deliver high confidence software, and 3) Verification and validation of control software and diagnostics for vehicles. Dr. Zaher works with emission related OBD diagnostics, engine controls, powertrain controls, aftertreatment, HEV and EV systems. Dr. Zaher lead lectures in both USA and Egypt in system dynamics and mechatronics over the course of 8 years.

Abstract

1. Functional Safety ISO 26262: Why adopt it and why get certified?
   With the increase of vehicle complexity and the addition of new vehicle features and functions, safety related systems are in higher demand in the market. To develop safety systems that are in compliance with ISO26262 is of increasing demand with the burden of proof falling to the OEMs. What does functional safety mean to you as an engineer and to your company. Would not knowing or being compliant to functional safety cost you in the future.

2. Product Development Lifecycle: Why you need to get different engineers in sync.
   Development lifecycles are key to modern product and software development. While it is being used in virtually all companies, not all companies implement it efficiently and tend to segregate the scope of each engineering group to a predefined scope. Find out the value of increasing the exposure of different engineering groups involved in your product development to the bigger picture and what added value does proper utilization of ALM systems can bring you.

3. Model Based Engineering: Best Practices
   Model based engineering (MBE) can cut down the development cost tremendously. However, not all engineers and companies using MBE implements it to its full potential. Whether you are missing styling guidelines, data dictionaries, or any other tools and processes that you can leverage to streamline your software development, it is important to identify the gaps and come up with solutions and explore alternatives.

Restrictions: Request one month's notice to fit into work schedule

Equipment Needs
Typical classroom/training room setting - projector & microphone for larger audiences.

Computational Fluid Dynamics (CFD) Applications in Advanced Vehicle Exhaust System Development

Dr. Xiaogang Zhang
Diesel Develop Engineer
Research and innovation Center (RIC), Ford Motor Company
Dearborn, MI 48121

Biography
Dr. Zhang is a diesel develop engineer at Research and Innovation Center (RIC) in Ford Motor Company. His responsibilities include developing gasoline exhaust and diesel aftertreatment systems for emission control of NOx, CO, HC, CO2 and NH3 for EPA 2010, 2013/14 and level III regulations; Investigating, evaluating and validating new technologies of catalyst substrates such as high porosity, thin wall DPFs and high cell density flow through substrates; developing and implementing of 3-D CFD methods in the development of advanced diesel and gasoline exhaust systems. Before joined with Ford in 2007, Dr. Zhang worked for Caterpillar, ST Power and Eberspaecher North American in developing diesel fuel system; Variable Valve Timing (VVT) and engine brake technologies; gasoline and diesel engine emission control technologies. Areas of interests are 1-D and 3-D numerical methods in external and internal combustion engine development, especially in developing advanced vehicle exhaust system and emission control technologies.

Abstract
This lecture is targeted to discuss and summarize the applications of 3-D CFD numerical simulations in following areas:

1. Flow distribution in front of substrate

2. Pressure loss through exhaust system

3. Skin temperature prediction

4. Heat loss analyses

5. Oxygen sensor related issues

6. Middle belt converter design

7. Urea injection for SCR system (spraying and mixing)

8. Detail DPF studies (ring-of-crack failure, partial DPF concept)

9. Providing input for FEA analysis

10. Diesel particulate matter trace detection

For each of those areas, a few examples of CFD results are discussed. The purpose of this lecture is not to give the detailed instructions of how to conduct 3-D CFD simulation for exhaust system and its component, but to provide a guideline of where CFD tool can be used to initiate new concepts or optimize exist designs in above areas.

Restrictions: Request 2 weeks advance notice, to fit into work schedule.

Equipment needs
LCD projector for use with PowerPoint