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JANUARY 2010

The magazine for sTudenT memBers of sae inTernaTional

BIOFUELED

2012 noV

RACECAR

vehicle mass

built in 10 weeks by utah state university students, the racecar establishes a land speed record at bonneville salt flats

reduction
materials lead the way

the nano in retrospect


the worlds cheapest car in india

a different riff basic electric car from the

technical university of munich


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editorial student generation


FEATURE
A senior graduate student in the Department of Mechanical Engineering at the Indian Institute of Technology looks at the development of the worlds cheapest car and its effect on Indian car users.

todays engineering

sae networking

03 the nano in retrospect

09 local motors uses crowdsourcing to involve many developers 10 deere releases a faster, more powerful gator 11 diesel aircraft coming soon to an airport near you?
FEATURE

06 a different riff on your basic two-seat electric car


Markus Lienkamp, Chair of Automotive Engineering at the Technical University of Munich, is leading the Visio.M project, a German governmentsupported R&D effort to produce a low-cost, high-utility electric car that might attract the interest of the middle European mass market.

FEATURE

12 materials lead the way to vehicle mass reduction

16 jumpstart-ing your engineering career 17 new crash data committee, subcommittees seeking experts 18 sae cooperative research project focuses on ress test procedures 19 standard published for inspection, test quality systems for aviation, space, and defense organizations 20

Reducing a vehicles mass opens the door for a downsized engine and transmission, a lighter cradle and body structure, smaller wheels and brakes, as well as a weightslimmed suspension. The start point for this ripple effect is materials.

gear

14 audi examines link between body flexibility and handling

08 land speed record for biofueled utah state racecar


MoMentuM 11 2012

Vol 3 Issue 6

01

guest editorial
SAE GlobAl UnivErSity DirEctory: nEwly ExpAnDED
Since we first published the original version of the Monica Nogueira is SAE Global University Directory last year, we learned SAE Internationals a lot about what the readers would like to see in it. Content Acquisition In this years expanded edition, we have added more Manager and is universities offering specific programs in electrification leading the of the powertrain and other related technologies. As Global University expected, this area is poised for growth, albeit less agDirectory project. gressively than initially thought. The reason is simple. The euphoria about electric vehicles now gives room to a more realistic view on what the markets really want, and how fast these products can be delivered in an affordable way. This sobering re-evaluation, leads to more careful investments in developing specialty programs to respond to industry demands of more specialized engineers. Regardless, these dedicated efforts will continue to be created and offered to those willing to learn new skills well into the future. We hope you find this updated edition useful. The link to it can be found at www.nxtbook.com/nxtbooks/sae/globaluniversitydirectory. Moving forward, we will also incorporate more non-traditional programs, both in aerospace and automotive engineering that, having understood emerging trends, are already preparing themselves and their students for a new futures that we barely imagine today. The merging of knowledge disciplines that we see happening in the world of OEMs and suppliers is mirrored in academia. Courses, programs, and degrees are combining and recombining themselves to create new options for the next generation of mobility engineers. Thinking about better serving the new groups of young, knowledge-hungry, and very diverse students, we will be expanding our coverage in future editions of the SAE Global University Directory to include off-road and commercial-vehicle disciplines. The goal is to offer as much information as we can properly vet across all sectors of mobility globally. If you would like to send us suggestions of universities to be added to the list, programs that have just launched, or other ideas that would make this directory more complete and meaningful, please get in touch with us via email at momentum@sae.org. We would appreciate your input! Monica Nogueira

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Add the experience to your resume and impress future employers. Send an email to Momentum@sae.org expressing your interest in contributing. Spread the word about this new magazine to other engineering students and faculty, and encourage them to join SAE today by visiting http://www.sae.org/membership/. To guarantee that you receive every issue, be sure to maintain your student membership and update your graduation date at http://students.sae.org/. Student membership in SAE gives you the opportunity to advance your career by: Developing your leadership skills in the Collegiate Chapter (http://students.sae.org/chapters/collegiate/contact.htm) Making connections through participation in the SAE Collegiate Design Series (http://students.sae.org/competitions/) Accessing the online SAE Career Center for internships and your first job (http://www.sae.org/careers/)

02

MOMENTUM, The Magazine For Student Members of SAE, November 2012, Volume 3, Number 6. Momentum (ISSN 2152-4106) is published 6 times a year by SAE International and printed in Mechanicsburg, PA. Annual print subscription for SAE student members in North America: first subscription, $10 included in dues; additional single copies $15. Prices for nonmember subscriptions are $30 North America, $50 overseas. Standard A Comail with a permit number of 1174 out of Harrisburg PA. POSTMASTER: Please return form 3579 to Momentum, 400 Commonwealth Dr., Warrendale, PA 15096. SAE is not responsible for the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to him/her and rely on his/her independent evaluation. For permission to use content in other media, contact copyright@sae.org. To purchase reprints, contact advertising@sae.org. Claims for missing issues of the magazine must be submitted within a six-month time frame of the claimed issues publication date. Copyright 2012 by SAE International. The MOMENTUM title and logo are registered in the U.S. Patent and Trademark Office.

MoMentuM 11 2012

FEATURE

THE NANO IN RETROSPECT


A SENIOR GRAduATE STudENT IN THE dEPARTmENT Of mECHANICAl ENGINEERING AT THE INdIAN INSTITuTE Of TECHNOlOGy lOOkS AT THE dEvElOPmENT Of THE wORldS CHEAPEST CAR ANd ITS EffECT ON INdIAN CAR uSERS.

student generation

03

A FOUR-WHEELER IS CONSIDERED A LUXURY and dream for a family in India. In


2003, Ratan Tata, Owner and Chairman of Tata Sons Ltd., dreamed of a vehicle for the lower middle class strata of people of India. His peoples car would be a vehicle that would be safer than a scooter or motorbike for a familyand it would be the worlds cheapest car. The Tata Nano idea was born. Tata promised the Indian people he would deliver a four-wheeler within the budget of lower middle class, and he set a price goal of Rs100,000 or about $2000, thus the car would also get the popular name of Lakhtakiya (Cost=1 Lakh) Car. But did Tata succeed in his dream or did the Indian market reject the Nano peoples car? From the day of its announcement, many industry experts and market analysts in India said that the Nano dream would never come true and that it was not possible to manufacture a car at such a low price, but Tata kept his promise and delivered the cheapest car to the people of India at the promised price starting from July 2009. However, Nano sales decreased rapidly after delivery of prebooked orders before launch.

MoMentuM 11 2011 2012

Amul, which has a tendency to advertise around topical subjects in India, showcased the Nano in this butter advertisement; the tag says, dont say tata (no) to Nano.

An Indian car buyer in the Nano class looks foremost for fuel efficiency, comfort, and cost.

student generation

Sales of Tatas Nano have not lived up to expectations, being sporadic, but have followed a general path upward.

In 2008, theFinancial Timesreported: If ever there were a symbol of Indias ambitions to become a modern nation, it would surely be the Nano, the tiny car with the even tinier price tag. A triumph of homegrown engineering, the Nano encapsulates the dream of millions of Indians groping for a shot at urban prosperity.Homegrown engineering is a relative term here, as many of the systems and parts used in the Nano were not developed or produced inIndia. In words of Ratan Tata himself on the launch: I observed families riding on twowheelers, the father driving the scooter, his young kid standing in front of him, his wife seated behind him holding a little baby. It led me to wonder whether one could conceive of a safe, affordable, all-weather form of transport for such a family. Tata Motors engineers and designers gave their all for about four years to realize this goal. Today, we indeed have a peoples car, which is affordable and yet built to meet safety requirements and emissions norms, to be fuel efficient, and low on emissions. We are happy to present the peoples car to India, and we hope it brings the joy, pride, and utility of owning a car to many families who need personal mobility. TheTata Nanois one of the smallest as well as lowest poweredat 35PS(26kW) cars in the world. It was designed to be the cheapest car in India, aimed mainly at the lowest price segment in theIndian domestic market. The Nano sold in India is a 624cm,rear-engine(for a less complex and hence cheaper transmission), manual transmission, four-passenger, four-door car. The car lacks power steering and safety features such as airbags andABS. After its announcement in 2003, customers had to wait for the first cars until 2009, when the Nano had become the most awaited car in India. After its launch in New Delhi at Auto Expo by Ratan Tata himself, an explosion of international and national media interest ensued and the Nano became a celebrity car. Many have had great expectations for this small car, some perhaps going a bit too far. One study, by Indian rating agency CRISIL, projected that the Nano would expand the nations car market by 65%.It was also anticipated that the 2009 launch of the car would greatly affect the used-car market, with prices dropping 25-30% in the lead up to the launch. However, due to limited supply (customers had a waiting period of up to one year), used-car prices reverted to their former figures.

04

MoMentuM 11 2012

Nano Cost-Reduction Measures


A trunk only accessible from inside the car, as the rear hatch does not open One windshield wiper instead of the usual pair No power steering, unnecessary due to its low mass Three lug nuts on the wheels instead of the usual four Only one side mirror Optional radio or CD player No airbags on any model Rear engine has only two cylinders No air conditioning on base model

Though a majority of Indian car intenders surveyed are not interested in buying a Nano, it fares better against motorcycles and two-seaters.

However, sales of newSuzuki Alto-basedMaruti 800s(considered the Nanos nearest competitor) dropped by 20%, and used ones by 30% immediately following the unveiling of the Nano. As Autocarjournalist Mark Rainford summarized: People are asking themselvesand uswhy they should pay, say, 250,000 Rupees (about $5000) for a used Maruti Alto, when they can wait and get a brand new Nano for less in a few months time, a car that is actually bigger. To study customer reviews and sales of the car, an independent survey was conducted of more than 1436 people in India, ranging in age from 18 to 70 years old, who were owners and recent buyers of the Nano and four other competing vehicles. The results were stunning, with the features owners/buyers seek when buying a car; results are as shown on the previous page. An Indian car buyer looks for fuel efficiency first, then comfort and cost in buying a car. When asked specifically of Nano customers, 54% admitted that they desired Nano as a secondary car for campus or city use only. Nano didnt qualify for long-journey duties. In the same study, a majority of potential Nano buyers werent interested in buying the car, but reacted more favorably when compared to a motorcycle or two-seater. The new dedicated plant, at Sanand in Gujarat, has annualized capacity of 350,000 cars with addition to another plant in Pantnagar, Uttrakhand. Last year, Tata was able to sell only 70,000 cars. Before the cars launch, Tata received 203,000 bookings for the Nano, but many of the preorders were later withdrawn. Thus the company decided to sell only 10,000 cars monthly, which is the highest maximum achieved in the August 2011 to March 2012 time frame. Tata started many schemes for free service and discounts with easy payment to increase sales, but the Nano still is having a tough time in the market, with sales as low as 509 cars in one month. In the Indian context, these numbers are low in contrast to a car industry

that is rapidly growing, and the Nano has failed to catch up. The reasons for decreasing sales may be many, but surely safety is a consideration. In an independent survey, nearly half the customers said Nano is not reliable, while others said it was not luxurious or good looking enough. It hasnt helped that, in two years, six Nanos caught fire while on road, the fastspreading news degrading its value in the Indian market. In one customers opinion it is a classic example of degrading the already degraded safety standards in India; what is the achievement in making a one-lakh car when today people can afford to have a much better car than this. Another said: Nano should have been the pride of India. But somewhere it has failed to deliver the customers expectations. What so far is seen from all Nano owners is that its not reliable. Within one to two months of its purchase, they had to spend 10-25 thousand rupees ($500) extra on it. Some Nano users appreciate the car and say that the fire-incident issue is over-hyped by media. One user said that there is no car quite like it. It does its job effectively and is very easy on the pocket. Whatever may be the views, positive or negative, of people across the country, it is really worth appreciating the companys courage in thinking of something that other companies never dared. In addition, it helps people who want a car as a necessity but couldnt afford one in the past. A fivemember family can travel without rain and dust, and it can have a new car at such a low price. In terms of price vs. performance, the Nano is ahead of many modern cars.

Vibhor Jajoo is a senior graduate student in the Department of Mechanical Engineering at the Indian Institute of Technology also known as IIT(BHU).

studenttion genera

MoMentuM 11 2012

05

a different riff on your


The designers aimed for a modern and functional look that in some way embodies the MUTE EVs high efficiency and reliability. Its streamlined shape has an aerodynamic drag coefficient of only 0.27.

mARkuS lIENkAmP, CHAIR Of AuTOmOTIvE ENGINEERING AT THE TECHNICAl uNIvERSITy Of muNICH, SAyS THAT ElECTROmOBIlITy IS ImPEdEd AT THE mOmENT By RANGE ANXIETy, PROHIBITIvE COSTS, ANd INCONvENIENT CHARGING. THATS wHy lIENkAmP IS lEAdING THE vISIO.m PROJECT, A GERmAN GOvERNmENTSuPPORTEd R&d EffORT TO PROduCE A lOw-COST, HIGH-uTIlITy ElECTRIC CAR THAT mIGHT ATTRACT THE INTEREST Of THE mIddlE EuROPEAN mASS mARkET. HuNdREdS Of uNdERGRAdS, ANd TENS Of mASTERS ANd dOCTORAl STudENTS wORkEd ON THE PROJECT.
THE WAY MARKUS LIENKAMP SEES IT, todays electric car technology is a complete disaster. What he terms electromobility is impeded at the moment by range anxiety, prohibitive costs, and inconvenient charging. And a lot of people are losing a lot of money on electric cars, noted the Chair of Automotive Engineering at the Technical University of Munich (TUM). Thats why Lienkamp is leading the Visio.M project, a German government-supported R&D effort to produce a low-cost, high-utility electric car that might attract the interest of the middle European mass marketa next-generation peoples car of sorts. The idea was to take an integrated approach using appropriate high-tech solutions to produce an inexpensive product that still provides high levels of design and function, he explained. The TUM-based project, which began in 2010, has so far produced a sporty concept coupe that should not only be cheaper than existing EVs but should also be lighter as well, at only 400 kg (882 lb) with no battery. The power for the MUTE prototype, which TUM displayed at 2011s Frankfurt Motor Show, derives power from a small 15-kW electric motor. The modest powertrain would allow it to qualify in the European L7e regulation category as a heavy quadricycle. Notably, the MUTE includes a one-time-use, zinc-air battery booster as a built-in emergency range-extender that adds 30 km (19 mi) if necessary.

MUTE has a curb weight of just 500 kg (1102 lb), including the batteries, thanks to an Audi A8-like aluminum spaceframe.

No showstoppers
Conceptual design for a zinc-air battery emergency power, range-extender that would add 30 km (19 mi) if needed.

The German Federal Ministry of Education and Research recently extended the research project two and a half years with 10.8 million to help prove that electromobility is not only feasible from a technical point of view but also from an ecological and economic standpoint, he said. The academic/industrial collaboration will build another compact car prototype in which all the systems, especially the safety technologies, have been fully optimized and tested. We have to prove out all the systems to make sure that there are no showstoppers, he said. The Visio.M project leverages the expertise of specialists and some 200 assistants and students across 20 departments at TUM. The cooperative program also receives donated components and parts from numerous suppliers such as AutoLiv, Siemens, TUV SUD, and Continental and expert services from two domestic automotive OEMs. For the MUTE, Daimler engineers consulted on safety issues, while BMW handling specialists assisted with driving dynamics. BMW also opened up its Aschheim test track near Munich for handling tests.

Cut car use in two

student generation

Interior heating for the MUTE would come from a clean bioethanol burner, which maintains battery temperature.

06

When his team rst addressed the program target issues, Lienkamp said, the main goal was minimize the total cost of ownership. The researchers realized that the driving requirements of the average Central European owner could be split in two: Longdistance trips on vacation to Alps or the coast, which would be undertaken in the big family car, and short-distance trips for around-town excursions and commuting, which accounts for 80% or 90% of trips. The TUM planners focused on an EV with a 100 km (62 mi) minimum range and a maximum speed of 120 km/h (75 mph), deemed enough for short stints on the autobahn. These consumers also need lots of luggage and storage space, he added, enough for two suitcases and a couple of boxes. As a result, the MUTE features about 500 L (17.7 ft) of space.

MoMentuM 11 2012

basic two-seat electric car


Efciency by any means
Weight management is key to the energy-efcient design, Lienkamp continued. More weight requires a largercapacity battery pack for the same degree of autonomy, which leads to signicantly higher costs. More weight also entails a less dynamic driving experience and a rise in engine power. But we are aiming for an affordable car, one thats fun to drive, so limits must be imposed. Keeping the design energy-efcient, he said, meant making sure that the battery stayed small. The MUTEs central-mounted motor is a rear-drive 15kW synchronous type powered by a 10 kWh lithium-ion battery pack (containing 1232 Type 18650 cells in 11 modules). Charging is said to take 3 to 4 h at 230 V. The designers crafted a clean and rather at aerodynamic shape with a small frontal area. The streamlined fastback form with smooth underbody and integrated diffuser has a drag coefcient of only 0.27. Its elongated dimensions not only provide for large collapsible impactcrush zones front and rear but also for extra luggage space and a more comfortable ride, he said. Other measures were taken to shave weight without adversely affecting vehicle safety. The structure is a lightweight aluminum spaceframe (with some prototype carbon-ber composite parts) that resembles an Audi A8s with aluminum castings at the joints connecting formed aluminum tubes. The resulting rigid passenger cell provides for good passive safety performance. Thin, low-rolling resistance tires at 115/70R16 help cut road friction losses. The minimalistic design approach also posed some novel realities. For example, we knew that in winter, heating the car would cut the driving range in half, so we installed an ethanol-burner to warm the passenger compartment using radiant heating. The bioethanol unit, which has three times the energy density of the lithium-ion battery, is a good choice from a carbon dioxide footprint and weight viewpoint, he said.

TUMs MUTE is designed to be a next-generation peoples car for the next generation of Central Europeans.

The storage capacity of the MUTEs lithium-ion battery allows a range of around 100 km (62 mi).

Torque-vector power delivery

The TUM researchers also used a specially developed active torque-vectoring differential drive that helps the relatively small electric power system deliver unexpectedly good driving performance. The differential contains a small electric motor that runs as both a motor and generator to distribute optimal power to the two rear wheels. This technology improves the vehicles ability to maintain traction in poor weather conditions, for instance. A slipping wheel gets less torque, effectively braking it, while the opposite wheel gets greater torque, boosting stability and balancing the power output. The MUTE reportedly demonstrated outstanding dynamic but stable cornering performance on the BMW test track. The torque-vectoring technology can recover as much as twice the energy during braking compared to vehicles operating without the system. It can recuperate more energy on curves.

The addition of electronic stability control to a low center of mass and a balanced 45/55 (front/rear) load distribution helps keep the car running reliably as directed. The steering wheel, pedals, controls, and seat position can be adjusted individually so that the head of the driver remains at the same point within the cockpit. This leads to an optimal, unchanging operational viewpoint and better safety. A central touch pad on the instrument panel serves as the user interface for radio and infotainment channels and to a navigation system that chooses the route based on energy-efciency calculations. The driver can also check the battery charging status remotely via a smartphone. Lienkamp acknowledged that one issue that requires further study is the behavior of light, stify constructed vehicles in collisions with more massive vehicles. In some impacts, the entire structure could bounce rather than deform locally to absorb energy, a tricky long-discussed safety concern with lightweight vehicles. Although neither the MUTE nor the forthcoming Visio.M will be put into production, the attempt at a fresh EV design may constitute a rst step toward a true electric peoples car that drivers nd attractive, effective, affordable, and desirable. Steven Ashley

studenttion genera

MoMentuM 11 2012

07

s ration gene

0d8nt tu e

land speed record for biofueled utah state racecar


A BIOfuElEd RACECAR BuIlT IN 10 wEEkS By uTAH STATE uNIvERSITy STudENTS ESTABlISHEd A lANd SPEEd RECORd duRING THE wORld Of SPEEd EvENT AT uTAHS BONNEvIllE SAlT flATS.
NOT ONLY DID A TEAM OF 20 Utah State University (USU) students from the schools colleges of agriculture, engineering, and science construct a one-of-a-kind racecar, but it also developed a new biofuel from the waste liquid of a cheese-making process. It was a riot to help design and build the USU Aggie A-salt streamliner, declared the cars driver, Michael Morgan. The senior undergrad, who is majoring in biochemistry, also assisted a graduate student with the conversion of the fuel from biomass to pristine biodiesel. As one of the vehicles competing in various categories and classes at the 26th World of Speed event, the USU racecar set its record run Sept. 10, 2012. The combination racecar/biofuel development project marked the rst such undertaking by USU students. With assistance from industry partner Utah Chassis and Machine, team members transformed straight sticks of chromoly steel tubing into a tubular steel chassis and formed at sheets of aluminum into the cars body panels. Most of the parts were machined and built in the Utah Chassis and Machine shop in Salt Lake City or inside the Student Prototype Lab at USU. Very few of the parts on the car are off-the-shelf, other than the safety equipment as mandated by the Southern California Timing Association and the Utah Salt Flats Racing Association (USFRA) rule book, explained Morgan. Partially exposed front 22-in tires (22x2.5-17) anked the cars carbon-ber nose cone while the rear 28-in fully exposed tires (28x4.5-15) represented the cars widest point at 49 in (1245 mm). With Morgan behind the steering wheel, the car weighed approximately 800 lb (363 kg). Its power source was a 1-L, two-cylinder diesel engine producing 22 hp (16 kW). The 870-cc engine mated to a CVT (continuously variable transmission) previously used in a snowmobile application.
The USU racecar, far left, is parked next to other college team vehicles from Brigham Young University, Utah Valley University, and Fox Valley Technical College in Wisconsin. The teams competed in various categories and classes at the 2012 World of Speed Sept. 8-11.

Atop the competitions expansive hard, salt crust surface, the USU racecar completed runs using different fuels. Morgan initially drove the car on petroleum diesel fuel (diesel #2), including a run with a 64.396mph average that set the land speed record for diesel streamliner/subclass I. And, we made one run on 100% (B100) yeast biofuel, said Morgan. The dragster-styled racecars 3-mi (4.8-km) run on the yeast biofuel had a nearly identical time to the record-setting speed. In creating the biofuel, the students developed yeast platforms capable of converting waste from a cheese-making process into triglycerides, explained Lance Seefeldt, a professor with USUs Department of Chemistry and Biochemistry. Through patent-pending extracting and conversion methods, the triglycerides were then turned into biodiesel. Under the guidance of Seefeldt and agriculture professor Bruce Bugbee, several students are working to create sustainable biodiesel thats derived from industrial waste using yeast and bacterial platforms as well as from carbon dioxide and the sun using microalgae platforms. The fuels that are being made have been tested in diesel engines and essentially perform just like commercial biodiesel thats made from soybeans, Seefeldt said, referencing tests by students and professor Byard Wood, head of USUs Mechanical, Aerospace, and Engineering Department. At next years World of Speed, USU students want to reclaim their record since a competitor later shattered the teams mark with a speed of 72.102 mph. As noted by Ellen Wilkinson, USFRAs secretary, This record could change again. The USU team plans to elicit a faster racecar by designing and constructing a more aerodynamic vehicle prole as well as making modications that will improve the engine performance. And that new and improved 2013 car will be fueled with new biofuels created by USU students.

Kami Buchholz

USUs driver, Michael Morgan, did multiple runs with the Aggie A-salt streamliner at the 2012 World of Speed competition at the Bonneville Salt Flats in Utah. The biodiesel run consumed 400 mL (13.5 oz) of fuel vs. the 350 mL (11.8 oz) of fuel used per run on the petroleum diesel fuel. 2011 MoMentuM 11

to eering engin

0ay9 d s

today enginesering

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local motors
MoMentuM 11 2012

uses crowdsourcing to involve many developers


THE POWER OF WEB COMMUNICATIONS and the capabilities of modern design tools are being leveraged by Local Motors, which is using crowdsourcing to design vehicles and their components. The company is also using what it calls micro-factories to produce the designs. The company has designed, produced, and sold 50 Rally Fighters, a Baja-style racer thats also street legal. That car was created by independent developers who contributed their designs and voted to pick a winner. Its thought to be the first vehicle designed through crowdsourcing, also called co-creation. It is something of a variation on the concepts behind open-source software development. Design requirements are posted online so any interested designers can contribute their plans. Our business model is a little bit like Red Hats Linux approach, said Jay Rogers Jr., President of Local Motors. We sell software to our followers, so we win and our software partners win. We also get revenue from large companies that like us because we can move five times faster and work using 100 times less capital than conventional automotive companies. Beyond selling its Rally Fighter, Local Motors has two other central strategies. It also makes mechanical parts designed by auto enthusiasts. They are produced at its microfactories, which also produce the parts for the Rally Fighter. The company will also manage design contests, in which larger companies can specify their requirements, which are put out to Local Motors crowdsourcing followers. Big companies like Peterbilt or Dominos Pizza buy services from us, Rogers said. One of the Peterbilt managers told me we had completed 40 man years of work in four weeks. The Peterbilt contest was for a cab redesign that was needed so the truck maker could meet requirements in California. Over 100 designers submitted completed redesigns. The winner received $10,000 from Peterbilt. Dominos Pizza also ran a contest for the ultimate pizza delivery vehicle. Major software companies are using the company to learn more about the potential for crowdsourcing. Siemens PLM has worked with the company for a while, offering these independent designers a variety of monthly licensing schemes so they can create designs without the large expenditure for full product lifecycle management suite. In September, Dassault Systmes announced that it is also working closely with Local Motors. At present, the designs are for mechanical components. For example, Edison2, a participant in the Automotive X Prize contest, recently used this approach for a door handle on its very light car. For all designs, data requirements include all the specifications needed to integrate the end component into the vehicle. We start with the ability to see the interface for a headlight, or another component, so you can easily see if your design works, Rogers said. We focus more on sheet metal and machined parts. We dont have any embedded system programs now. We will do that in the future. Terry Costlow

Local Motors Rally Fighter was designed using crowdsourcing techniques.

deere releases a faster,

more powerful gator


design delivers maximum front-wheel control, precise steering, and 10.3 in (262 mm) of ground clearance. An exclusive Multi-Link semi trailing arm independent rear suspension features 9 in (229 mm) of wheel travel and moves wheels rearward in compression, lowering the impact of terrain and improving ride. Exclusive aluminum body monotube Fox shocks are standard on the Base and Trail models. While Fox 2.0 Performance Series shocks with full spring and compression adjustability come standard on the RSX Sport, they are available for aftermarket upgrade on the other models. Easy entry and exit from the RSX850 is the benefit of an industry first automotive-style door for the operator and passenger. Side-by-side 35.5-in (902-mm) high-performance sport seats combine proven off-road riding experience and automotive styling to enhance driver confidence and comfort. Deluxe high-back bucket seats on the Base model are positioned to provide ample legroom, with large headrests for support during aggressive driving, and all seats tilt forward for ease of service and to keep dry during outdoor storage. In addition, the RSX features an ISO-certified ROPS (roll-over protective structure) with three-point seatbelts and multiple passenger-side grab handles. Best-in-class sealed storage includes 1.82 ft (0.05 m) of space in the glove box and under the hood, with additional storage in the center console and cup holders. An easy-toread digital instrument panel displays a system diagnostic
All RSX850i Gators come equipped with an 839 cc, V-twin, liquid-cooled, fourcycle gasoline motorcycle engine that produces 62 hp (46 kW) and a top speed of 53 mph (85 km/h).

RSX Gators are equipped with a unique four-wheel independent suspension for what the company says is an unparalleled ride over challenging terrain and precision handling through corners.

WITH THE RSX850I, JOHN DEERE ENTERS THE RECREATIONAL UTILITY VEHICLE CATEGORY with an all-new

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Gator that was engineered to be faster, more powerful, and more agile than any Gator ever built. Deere first created its AMT (all materials transport) in 1987, which it claims as the launch of the entire utility vehicle (UV) category, and the first Gator UV in 1992. It says the addition of advanced power, high top speed, and precision handling are integral parts of the current evolution of the Gator line of utility vehicles. There are three RSX modelsthe Gator RSX850i Sport, the RSX850i Trail, and the Base RSXall designed in collaboration with engineering consultants with expertise in Formula One and NASCAR. The Sport model was designed for harsh desert and rocky, sandy terrains and includes sport seats, alloy wheels with Maxxis tires, Prerunner bumper, cargo box rails, sport steering wheel, and Fox 2.0 Performance Series shocks. The Trail model was developed with hunting, fishing, and back-country trails in mind. It features sport seats, alloy wheels with Maxxis tires, winch, front brushguard, 2-in (50-mm) front receiver hitch with recovery loops, rear bumper, and cargo box rails. The Base RSX can be modified and personalized with factory-installed options. And all three can be well appointed with more than 70 available aftermarket attachments. All models come equipped with an 839-cc, V-twin, liquid-cooled, fourcycle gasoline motorcycle engine that produces 62 hp (46 kW) and a top speed of 53 mph (85 km/h). The engine also delivers 0-30 mph (0-48 km/h) acceleration in 3 s. Advanced electronic controls and a fuel-injection system supply enhanced starting, idling, and throttle response during operation. In addition, the closed-loop system offers dependable performance at high altitude and hassle-free cold weather starting (tested to -20F, or -29C). The RSX also incorporates a large 7.4-gal (28-L) fuel tank. RSX Gators are equipped with a unique four-wheel independent suspension for what the company says is an unparalleled ride over challenging terrain and precision handling through corners. A dual, wide-arch A-arm

light, engine oil pressure light, park brake light, seatbelt indicator light, fuel level, and a four-wheel-drive indicator, among other vehicle gauges. A high-density, 8.9-ft (0.25-m) polyethylene composite one-piece cargo box has rounded inside corners to ensure material removal when tilted and has a 400-lb (181-kg) payload capacity. The tailgate can be opened or removed for easier cleanout and to carry longer items. Deere says it features truck-like performance and can be operated with one hand. The dumping mechanism is as simple as lifting a lever. Integrated tie-down points offer increased versatility and are incorporated in all four corners, on multiple points along the side walls, and via tie-down bars on either side of the cargo box. Jean L. Broge

MoMentuM 11 2012

diesel aircraft to an coming soon


airport near you?
THE APPLICATION OF THE TWO-STROKE DIESEL CONCEPT TO AIRCRAFT ENGINES is everything but a novelty.
For example, Junkers built a very successful series of these engines in the late 1930s named JUMO. The main advantage offered by such an engine is fuel efficiency; even in 1938, the JUMO engine was capable of a brake specific fuel consumption of 213 g/kWh, an impressive figure even by modern standards. It should be noted that fuel consumption is very important for aircraft performance, since a relevant portion of the aircraft total weight (sometimes up to 50%) is due to fuel storage. The main reason for the outstanding fuel economy of two-stroke diesel engines is the high mechanical efficiency ensuing from the two-stroke cycle. Besides the possibility of having no poppet valves and the associated driving system, mechanical friction losses over the cycle are about halved in comparison to a four-stroke engine having the same crank and piston and crankcase design, due to the double cycle frequency. Furthermore, the two-stroke cycle is a good match for aircraft engines, since it is possible to achieve high power density at low crankshaft speed, allowing direct coupling to a propeller without the need for a reduction drive (which is heavy and expensive, besides adsorbing energy). Supercharging further improves power density and fuel efficiency, as well as enhancing altitude performance. Diesel combustion allows a higher boosting level, in comparison to spark ignited engines, limited by knocking. In addition, high-octane aviation gasoline is expected to be subject to strong limitations, due to its polluting emissions of lead, while a diesel engine can burn a variety of fuels, including automotive diesel and turbine fuels such as JP4 and JP5, and Jet A. Further advantages in comparison to gasoline powerplants are: reduced fire and explosion hazard, better in-flight reliability (no mixture control problems), no carburetor icing problems, and safe cabin heating from exhaust stacks (less danger of carbon monoxide intoxication). The recent development of diesel technology, along with the above mentioned series of advantages, has made the two-stroke, compression ignition engine an interesting option for light aircraft manufacturers, seeking power unit of 100-300 hp, preferably not heavier than existing SI powerplants. Conversion of automotive four-stroke units is generally not attractive, since they are relatively heavy. Thus, design must be carried out from scratch to achieve an acceptable power-to-weight target. The mission is not impossible: in the late 1990s, AVL developed a 1-L, two-stroke turbocharged diesel engine, with uniflow scavenging, achieving a brake power of 50 kW and a weight less than 80 kg, and Wilksch Airmotive brought to the experimental aircraft market a 90-kW three-cylinder, two-stroke unit using IDI combustion and weighing only 100 kg. The aircraft diesel engine market is in its infancy: several two-stroke prototypes have been built but none have achieved type certification at the time of this writing. Selected cylinder configurations have included loop and uniflow scavenging as well as opposed piston uniflow.

For modeling uniflow scavenged engines, researchers referenced a modern aircraft twostroke turbocharged diesel power plant, named WAM 100/120, produced by Wilksch Airmotive, with a top brake power of 100-120 hp. A GTPower model of the IDI engine was built and calibrated against experiments.

Researchers from the University of Modena & Reggio Emilia and Wilksch studied the two most widespread scavenging designs: uniflow with exhaust poppet valves and loop scavenging with piston controlled ports to assess the potential of two-stroke high-speed diesel engines on light aircraft. Comparisons were made between both the two-stroke CI configurations. Predictions for both uniflow and loop scavenged three-cylinder engines were calculated using GTPower, supported by CFD-3D combustion and scavenging simulations. The results were not anticipated at the outset of the study. The uniflow engine was significantly more complex and hence more costly and heavier than the loop scavenged engine. It also had the perceived advantage of complete flexibility of exhaust timing events via the cam-operated valves. By contrast, the loop scavenged engine was simpler and cheaper to produce but brought with it the restriction of symmetrical inlet and exhaust event timing. It was anticipated that the more complex uniflow engine would offer performance benefits at the cost of increased complexity. This was not the case, with the loop scavenged engine showing advantages in all key areas of interest (power-toweight ratio, fuel efficiency, altitude performance, cooling pack size requirements) and no major disadvantages. This outcome can be mainly explained by the particular layout of the engines (three-cylinder), providing an exhaust manifold dynamic that helps to enhance trapping ratio, even with large exhaust closing retard. This fact almost canceled the advantage inherent to the cam-controlled valves, leaving the drawbacks, i.e. lower mechanical efficiency and smaller exhaust flow areas. It is expected that a future study should address the loop scavenged engines durability potential and should define a viable all-mechanical fuel system. This article is based on SAE technical paper 2011-24-0089 by Enrico Mattarelli and Carlo Alberto Rinaldini, University of Modena & Reggio Emilia; and Mark Wilksch, Wilksch Aero.

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materials lead the way to


FEATURE
AHSS as well as aluminum are used in the body structure of the 2013 Cadillac ATS.

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tion. Without question, every lightweight material choice matters, especially with the industry working in overdrive to meet the U.S. federal mandate for a 54.5mpg fleet average in the 2025MY. Thats in addition to a bevy of other upcoming governmental fuel economy and CO2 emissions regulations around the globe. Jeffrey Moyer, Vice President of Business Development & Engineering at Meridian Lightweight Technologies, said the reality is that only two critical model-year life cycles remain for automakers to reach the 54.5-mpg requirement. That means the industry needs lightweight, production-ready solutions for the next vehicle cycle, Moyer told attendees of the Global Automotive Lightweight Materials event presented by American Business Conferences in Troy, MI, on Aug. 21-22. Meridians current die-cast magnesium production application list includes instrument panels, transfer cases, lift gates/closures, front-end structures, steering wheels/steering columns, as well as seat structures. While calorie cutting is important for all vehicle parts, the body-in-white is a major target. According to Stephen Logan, Senior Technical Specialist for Advanced Lightweight Programs, Materials Engineering at Chrysler Group LLC, in order to meet the challenges of increasing fuel economy and reduced greenhouse gas emissions, the body must play a critical role in vehicle weight reduction. Scott Miller, General Motors Global Director of Mass, Energy, and Aerodynamics, said a vehicles typical subsystem mass distribution is led by the body (37%), followed by the chassis (30%), powertrain (14%), interior (12%), electrical (4%), and HVAC and powertrain cooling (3%). Recent lightweight material examples include a body structure prototype. Based on the 2003 Chrysler Sebring, this magnesium-intensive body structureafter an adhesive cureweighed just 399 lb (181 kg). Lightweight production vehicle examples include the current all-aluminum bodied Jaguar XJ and the 2013 Mercedes-Benz SL550 roadster.

THE LIGHTWEIGHT MATERIALS MENU FEATURES METALS AND NON-METALS, yet the selection process is not a one-size-fits-all solu-

The SL550 uses Novelis-supplied aluminum for the doors, hood, and various structural pieces, including the transmission tunnel that is made from a new aluminum alloy, Anticorodal-300. At 560 lb (254 kg), the aluminum body is approximately 300 lb (136 kg) lighter than the predecessor. Ganesh Panneer, Novelis Director of Sales & Marketing, Automotive Products, said aluminum usage on vehicles around the globe is projected to increase. Industry sources indicate that when comparing 2011 to 2016, aluminum hoods likely will jump from 11% to 15%; rear gates from 2% to 4%; doors from 1% to 5%; roofs from 1% to 2%; and structures from zero to 2%. Were also seeing A- and B-segment vehicles using aluminum, so aluminum usage is moving to the smaller segments, Panneer said. Carbon fibers production applications have included roofs, hoods, and other Class A surfaces on lowvolume sports cars. But an upcoming global production vehicle will have 75% of its body (including the hood, fenders, and roof) comprised of carbon fiber. It will be the first time that carbon fiber has been used this extensively on a base production car anywhere in the world, said Gary Lownsdale, Chief Technology Officer of Plasan Carbon Composites. The key enabler for this up to 50,000-units-per-year vehicle application is Plasans patented Pressure Press processing technology.

MOMENTUM 11 2012

vehicle mass reduction

The 2013 Mercedes-Benz SL550 (body-in-white shown) marks the first time that Mercedes has done a full production vehicle with an all-aluminum structure.

In terms of current production vehicle applications, steel reigns as the dominant material choice with advanced high-strength steels (AHSSs) gaining steam, especially for crash management. Industry projections indicate that in 2015, AHSS will account for 34.8% of body and closure content, with mild steel at 29%; bake hardenable and medium HSS at 23.5%; and conventional HSS at 10.2%. Aluminum and magnesium are predicted to be at 2.5%. Development of third-generation AHSS is under way. The U.S. Automotive Materials Partnership (a research consortium of Chrysler Group, Ford Motor Co., and General Motors) and the Auto/Steel Partnership are the backbone of a four-year project that will use $6 million in funding from the U.S. Department of Energy. According to Ronald Krupitzer, Vice President Automotive Market for the Steel Market Development Institute, the first phase of the projectwhich could begin as early as December 2012will focus on applying the existing material modeling tools. The validation of the integrated materials model and the evaluation of the materials performance in vehicle components via CAE methods as well as materials coupon testing will be the major objectives of phase two, Krupitzer told SAE Magazines. Research work done by NASA could lead to new automotive applications within the next five to 10 years. Gregory Peterson, Senior Technical Specialist for Lotus Engineering, told SAE Magazines that many of the technical papers written by NASA experts contain

Passenger-vehicle fuel economy and emissions reduction requirements are summarized on this General Motors-supplied global map.

information that is highly valued as potential lightweight solutions for further reducing vehicle weight. NASA has been developing space-age materials for decades. And some of those materials are now commercially available through NASA as the technologies are no longer proprietary. Weve had numerous meetings and discussions with the NASA team, and were moving forward in several different areas to potentially commercialize these products for passenger cars and trucks as well as for military vehicles, said Peterson. Nigel Giddons, Chief Vehicle Architecture Engineer at Tata Technologies, is leading a team tasked with designing and developing a passenger vehicle with a weight target that is aggressive at this stage in the project. The job is indicative of what engineers are being asked to do on other vehicle programs, Giddons told SAE Magazines. Its an all-point challenge at the moment. That challenge is dictated by legislation, but also in most instances its the customers who are demanding more fuel efficient and environmentally friendly vehicles. And, weight and powertrain stand together as a means to that end, Giddons said. Kami Buchholz

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audi examines link between body exibility

and handling

The stiffness of the bushings on the chassis is always a conflict between NVH and handling. The overall goal of the project at Audi was a new target parameter for chassis stiffness. The LMS body flexibility method is a global analysis, but it lets engineers hone into key areas to determine where a change is really important for the overall vehicle performance and where it is not.

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lenge is today and you will likely hear about finding the balance between realistic target settings and having the right type of validated data to know where early-stage parameter changes will affect the final design or mission-critical brand attributes and crucial performance targets such as weight, emission levels, and fuel economy. Like other automotive OEMs, the NVH engineers at Audi use benchmark analysis to set design targets and dig through the data to find potential areas of improvement, which can be further investigated using simulation techniques. In regard to body flexibility, its influence on comfort and vibrations has been part of the development process for quite some time, but body flexibilitys influence on handling was apparent but had never been clearly analyzed precisely.

ASK ANY NVH ENGINEERING EXPERT what their toughest technical chal-

We wanted to take one more parameter into consideration in the development of the entire car to improve our knowledge regarding the exact influence of the body on handling, so that we can improve our functional targets catalogue, said Antoine Guellec, the project leader and an acoustic expert at Audi. This approach really fit with our idea of the right way of developing vehicle proper ties. We found that the LMS body flexibility solution and especially the way they determined and analyzed the best possible body load measurements is very advanced and matched how Audi thinks, said Guellec. Our job as engineers at Audi is to create that premium sporty car with superior ride and handling that Audi is known for, said Dr. Eckhard Plank, who served as NVH mentor to Guellec. We hope that this project will open the door to other departments regarding the advantages of a hybrid development approach. Ideally, we would like one whole process where you could see the influences of changing a single parameter on the overall vehicle performance in real-life situations. The LMS body flexibility technology focuses on strain gauge instrumentation to identify the chassis to body interface loadsa testing technique coming from the world of durability and transfer path analysis. This project is the first time that the chassis was integrated into a study in such detail. The specific setup used 90 strain gauges, three LMS SCADAS Mobile systems, and a sensitized steering wheel to gather the first sets of data on the Audi proving ground close to Ingolstadt and the famous Nrburgring.

MOMENTUM 11 2012

LMS Virtual.Lab determined the optimal placement of the strain gauges.

Besides the fact that this was the first time we integrated the chassis on this scale, the toughest part of the job is knowing exactly where to place the strain gauges to get the right type of data. We worked in LMS Virtual. Lab to make sure that we selected the right instrumentation locations, using the trimmed body FE model. This allowed us to precheck our test setup way before we hooked up all those strain gauges to the Audi and hit the tracks in Germany, said Theo Geluk, project leader from LMS Engineering Services. After collecting the operational load data on the test tracks in Germany, the Audi was disassembled and prepared for further study. Geluk and his colleagues spent several weeks analyzing the data. Basically we determined what were the forces and what were the deformations. With our process, the key advantage is that you can split up the resulting deformations into each individual modes contribution. Not only into global mode contributions like lateral bending or torsion, but also the local flexibility contribution is identified. Using our body deformation visualization tool, you can evaluate the forces at each interface node together with the actual deformations of both the interface node and the full body, said Geluk. Calculating body deformation in the time domainselecting the right data segment of a specific maneuver and comparing a base vehicle to a modified vehicleis a unique LMS technique, which permits customers like Audi see the real impact of modifications in terms of a better balance between vibrations and handling. This project really showed Audi that it is possible to implement handling and body flexibility requirements early in the CAE process. In theory, well be able to look at data from all of the critical departments from handling, ride and comfort, and acoustics and determine the optimal local and global stiffness requirements early in the vehicle concept phasewhile we are still using the FE model. With this process, we would engineer a more robust body structure practically in the earliest project stage, so we can match the best balance of comfort and handling in a later testing phase while optimizing the chassis settings, said Guellec. Integrating this type of solution in our CAE process is incredibly important in this day and age where we all need to reduce cost. Jennifer Schlegel, Senior Editor, LMS International, Leuven, Belgium, wrote this article for SAE Magazines.

This pilot project at Audi investigated body flexibility during handling, gathering data on three LMS SCADAS Mobiles (shown) using 90 strain gauges.

Strain gauges.

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015

jumpstart-ing your engineering career


CURRENTLY WORKING ON THE CHEVROLET CORVETTE and Camaro, Jeremy Kearney, Interior Design Release Engineer, General Motors Co., is responsible for the definition of requirements, design, analysis, development, and control of interior components. Outside of his engineering responsibilities, he mentors GMs JumpStart Employee Resource Group and was instrumental in organizing the Future Leader Program at SAE Convergence 2012. SAE Magazines recently spoke with Kearney to learn about this exciting new program and his passion for engineering:
Jeremy Kearney, Interior Design Release Engineer, General Motors Co., mentors GMs JumpStart Employee Resource Group and has been instrumental in organizing the Future Leader Program at SAE Convergence 2012.

What does the JumpStart program offer new employees?

The whole purpose of JumpStart is to engage, develop, and connect GMs newest talent. Typically, new employees when they come into an organization such as General Motors can get lost in the shuffle, so this brings together those new employees and helps them get a better understanding of what GMs really about. Most times you are not put in a group with another new employee, so youre working with a lot of people that you dont necessarily relate to that may be a little older and have a little bit more experience. JumpStart not only helps you develop professionally but also gives you that social aspect where you can just talk and meet new people and also learn new things about GM.

What advice do you have for young people entering the engineering profession?

How do you balance your engineering workload with these added responsibilities?

Most people look for the job that gives them the money, and they may get the job and be very skilled and use those skills in that area, but theyre not always happy. When youre working, youre going to spend eight, nine, ten hours a day, sometimes even more than that, on this job, so the best thing to do is do something you love doing. Its not about the money; its really about finding what youre passionate about and definitely going to that field.

Of course, the job comes first; you have to excel there first. Because Im passionate about it, putting in the extra hours after work isnt a difficult task. One of the reasons Im passionate about it is because I know how much it helped me when I came into GM. Im from out of state and didnt really know anybody when I came here, so having the opportunity to meet new people and see things outside my normal job helped me stay. With a lot of new employees, we want to get in, hit the ground running, and really get in there ... There are a lot of great leadership responsibilities when youre a part of JumpStart, so it helps fill that void.

What value do you see from the mentormentee relationship?

The biggest takeaway is a better understanding from both sides. Sometimes I think our generation sees corporate America as stale, black and white, and we need to go in and change the whole system. Many times the older generation sees us as not willing to listen and wanting to come in and just take over. I think this mentor relationship brings two sides together and allows you to talk and get a better understanding of each others perspective, so that way its not a division between each other but a better understanding.

What is important to remember as a young engineer just getting started? As a young engineer, why is professional development so important?

What are your career goals moving forward?


Just continue to advance within the organization and to make a mark wherever I go. I grew up loving cars; thats the only reason I came to Detroit. The only companies I ever applied to were auto companies. I dont want to be known as somebody who comes into an organization, gets a job done, and then goes to the next thing; I want to make wherever I go better than it was before I got there.

You have to be patient; you cant expect to get everything when you first walk in the door. At the same time, never get complacent with where you arealways want more, always want to push the envelope.

Matthew Monaghan

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You have to always develop professionally. The day you stop going forward you start to go backwards. You have to always have the attitude of, theres always more I can learn and always more I want to learn, which is a reason why Im a huge supporter of higher educationnot just getting your undergrad but getting your masters, whether its supported by your organization or not.

MoMentuM 11 2012

new crash data committee, subcommittees seeking experts

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IIHS and NHTSA ratings are conducted independently and are determined by examining data from front and side crash tests, and other tests, to determine how well the vehicle protects occupants during an accident. (General Motors)

THE NEWLY FORMED Crash Data Col-

lection and Analysis (CDCA) committee is actively seeking members. The CDCA committee is responsible for developing and maintaining SAE International standards, recommended practices, and information reports related to safetyrelevant data across the crash timeline, including pre-crash, crash, and post-crash phases of impact. The committees under the CDCA will consider methods that define, develop, and evaluate realworld crash data that relates to passenger and heavy motor vehicles that travel on public roads. Data sources include epidemiological databases (e.g., NASS/GES, FARS), field investigations (e.g., scene, vehicle, witness), vehicle data archives (e.g., CAN), event data recorders, naturalistic driving recorders, and infrastructure data archives (e.g., cellular, Wi-Fi, Wi-Max, dedicated short-range communications). The CDCA committees consider traditional and advanced data collection methods and operational definitions as well as robust analytic methods based on either a single data source or fusion of data types (e.g., epidemiological, field investigation, naturalistic, experimental). The committees may also facilitate applicable discussion and develop work products (SAE standards, recommended practices, information reports) relating to the collection and analysis of crash data

in areas such as policy issues (e.g., privacy), harmonization, or other data-related issues that may support the development and enhancement of crash avoidance and crashworthiness countermeasures. The CDCA is seeking active members interested in serving within three initial committees including: Data Collection & Archiving, Data Analysis, and Cross-Cutting Issues. Members will contribute to the committees mission to develop consensus documents with the ultimate goal of improving driver safety through ensuring crash data is collected and analyzed using robust methods. For additional information and to become a member, please contact Nikki Ameredes, SAE Standards Specialist, at nameredes@sae.org.

MoMentuM 11 2012

sae cooperative research project focuses on ress test procedures


SAE INTERNATIONALS COOPERATIVE RESEARCH PROJECT (CRP) to Develop Repeatable Safety Performance Test Procedures for Rechargeable Energy Storage Systems (RESS) is progressing toward its objective of developing test methods and performance-based safety metrics for lithium-ionbased RESS. Awarded a contract from the U.S. Department of Transportation and the National Highway Traffic Safety Administration (NHTSA), this federally funded research projectin which SAE is partnering with five major automotive OEMs actively working on RESSis identifying and documenting appropriate test conditions, boundary limitations, and performance criteria that can be applied to vehicle level testing when possible, and component level testing when necessary. This CRP is also developing objective test methods and metrics for analyzing RESS safety performance with and without loss of the control system. The end result of this cooperative two-year effort will be the development of safer processes and practices by the industry, which is expected to help mitigate safety risks from RESS. SAE International Ground Vehicle Standards staff members are providing project leadership, fiscal administration, and facilitation for the CRP, with Jack Pokrzywa, SAE Ground Vehicle Standards Manager, serving as Project Director, and SAE Technical Project Managers Peter Byk and Keith Wilson providing overall project management. RESS CRP OEM partners are General Motors, Mercedes-Benz R&D North America, Toyota Motor Corp., Honda Motor Co., and Nissan Motor Co. Galen Ressler of General Motors is Task Force Technical Director/Chair. Since the Oct. 1, 2011, project kick-off, the task force members and consultants collaborative work effort has totaled over 1600 h. The development of the safety test procedures was Phase 1 of a four-phase approach. In Phase 2, which began in April and is expected to be completed by the end of 2012, the OEM partners will conduct testing in their respective facilities with their HEVs, PHEVs, EVs, and battery systems to collect data for use in the refinement of the safety test methodologies and procedures. Later this year, in Phase 3 of the project, SAE will contract with Sandia National Laboratory and an undetermined independent test laboratory to retest OEM project partner vehicle models using the refined associated test. Following that, SAE will finalize and document industry Li-ion RESS safety test procedures and recommend industry metrics for HEVs, PHEVs, and EVs. The CRPs final report is slated to be released to NHTSA in October 2013. For further information on the SAE Cooperative Research Project to Develop Repeatable Safety Performance Test Procedures for Rechargeable Energy Storage Systems, contact Project Managers Peter Byk (peterbyk@sae.org) and Keith Wilson (kwilson@sae.org).
This 1.7-kW module from Magna E-Car is of a lithium-based chemistry.

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P111724

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standard published for inspection, test quality systems for aviation, space, and defense organizations
A fatigue test is performed on the wing of a U.S. Air Force B-1 bomber to validate the predicted life of the bomber fleet. (Boeing)

SAE Internationals Americas Aerospace Quality Standards Committee has completed Standard AS9003, Inspection and Test Quality Systems, Requirements for Aviation, Space, and Defense Organizations, and it is now available for purchase. This quality standard is designed for suppliers that produce noncomplex products for aviation, space, and defense customers. This release replaces the 1994 version of AS9003 and is modeled after the current process-based version of AS9100 as well as the MilQ-9858/Mil-I45208 quality system architecture that existed for decades within the U.S. Department of Defense. Standard AS9003 provides contractors a less costly alternative to AS9100 for smaller suppliers that manufacture simple build-to-print product. It provides a set of requirements that apply to the inspection and test of noncomplex product and provides assurance

that product configuration requirements and customer expectations will be met. Noncomplex products are defined as products whose conformity can be fully verified by the customer upon receipt. There is a strong industry need for this standard, said Mike Gusha, Manager of Quality Systems for Lockheed Martin and the industry team lead for the AS9003 rewrite effort. The rewrite of AS9003 was an industry effort and involved representatives from original equipment manufacturers and NASA. I cant say enough about the support we received from the rewrite team. SAE International offers the standard via download, mail, or fax. The list price is $66. Discounts are available for SAE International members. For more information, or to purchase the standard, visit http://standards.sae.org/as9003a.

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pinball for iPad gear


by Matt Monaghan

wearable life coach inkless, wireless photo printer


Now available for preorder, the larklife tness monitor from Lark Technologies is an app-powered wristband that is essentially a 24-h exercise, diet, and sleep tracker and coach. Featuring step/distance tracking, exercise logging, calories burned, hydration tracking, diet logging, sleep tracking, and expert tness, nutrition, sleep, and productivity coaching, larklife uses advanced Bluetooth smart technology to automatically and continuously collect data and sync with the app. An intelligent accelerometer picks up millions of your bodys micromovements, and an algorithm analyzes your activity and learns your energy patterns. It also features a silent, vibrating alarm clock to wake silently and gently without disturbing anyone else.

The iPad Pinball Game Console from Sharper Image transforms an iPad into a pinball machine with all the bells and whistles. The console plays like a real pinball machine with spring loaded ball launcher and flippers. The app-supported pinball controller connects wirelessly to your iPad. Just slip your iPad into the console, download the free app, and play on five free tables: Wild West, the Deep, Snow Pinball, DaVinci, and Jungle Style. It is made for use with iPad, iPad2, and the new iPad.

Hammacher Schlemmer recently introduced a Wireless Smartphone Photo Printer that connects wirelessly to an iPhone or Android-powered smartphone and prints vibrant color photographs. An iPhone running a free app transmits pictures over a home Wi-Fi network to the printer; in less than a minute and without ink cartridges, it prints 4 x 6-in borderless photographs at 300 dpi resolution in up to 256 gradations and 16.7 million colors. The pictures are printed on patented paper embedded with yellow, magenta, and cyan dye crystals, producing rich, vibrant photographs that are waterproof and resist ngerprints, dust, and scratches. The Wireless Smartphone Photo Printer includes paper cartridge for 10 prints and is compatible with all iPhone (including iPhone 5), iPad, and iPod Touch models running iOS 3 and up and Android-powered devices running OS 2 and up.

ultra-portable water lter


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The LifeStraw personal water lter enables users to drink water safely from contaminated water sources. LifeStraw is lightweight and compact, making it ideal for campers and hikers who may be drinking from rivers or lakes and are unsure of the water safety, and also for travelers who do not want to rely on the quality of local water. LifeStraw surpasses U.S. EPA guidelines for E. coli, Giardia, and Cryptosporidium oocysts, rigorous standards for water ltration. Weighing only 2 oz (57 g), LifeStraw lters up to 1000 L (264 gal) of water and removes 99.9999% of waterborne bacteria and 99.9% of waterborne protozoan parasites. Now available for U.S. and Canadian customers to purchase, LifeStraw has been used since 2005 in developing countries to assist in achieving the United Nations Millennium Development Goals for clean drinking water. MOMENTUM 11 2012

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