JANUARY 2010

The magazine for sTudenT memBers of sae inTernaTional

collision welding

2013 feB

osu breakthrough for joining dissimilar metals

sae certification
program for vehicle electrification engineers

next-big-thing
corvette

clemson students target gen y with concept

2014 stingray
carbon fiber, aluminum structure lighten the c7

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Back by popular demand, SAE is conducting a This is Our SAE! Video Contest! We are looking for enthusiastic, creative student members to develop a video that demonstrates what you value in your involvement with SAE. This contest is open to active collegiate chapters and CDS teams. First of all, you have to keep it professional! Secondly, we want you to show your enthusiasm for SAE: why do you enjoy being involved in your Collegiate Chapter? Why do you value participating in the CDS competitions? What have you learned? The list could go on and on, but basically, we want to know all about your SAE Student Member experience and why you love it! Videos will be voted on by professional and student SAE Members on originality, creativity, motivation, inspiration, professionalism and quality.

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P121960

Vol 4 Issue 1

FEBRUARY
MoMentuM 02 2013

editorial 03 briefs student generation

02 04 next-big-thing
FEATURE
clemson students, with the help of mazda and others, show their concept for practical gen y-targeted car that could be marketed at a price of about $28,000.

todays engineering
FEATURE

sae networking

10 carbon fiber, new aluminum structure lighten 2014 corvette stingray

the c7, which enters production in 3q13, boasts an all-new aluminum chassis/ passenger cell structure that is 57% stiffer in torsion and 99 lb (45 kg) lighter than the previous c6 steel-andaluminum structure.

06 sema panel looks to keep unlicensed teens focused on cars 08 collision welding
FEATURE

an academic group at the ohio state university is developing breakthrough new high energy density methods for enabling dissimilar metal joints.

13 for the connected airplane, young engineers have right mind-set 14 caterpillar hybridizes the excavator using hydraulics technology

16 certification program for engineers involved in vehicle electrification announced 17 2014 spark ev pioneers dc quick charging with new sae combo connector 18 collegiate engineers burn up kart track at sae detroit section event 18 how to avoid job interview brain freeze 19 cummins bruce earns sae/aem outstanding young engineer award 20

gear

08

01

guest editorial
Interviewing is never easytalking with someone you dont know about what you do and how you do it, and convincing them that you could do a job they need done better than the next guy. One of the most difficult parts of an interview is addressing questions about our weaknesses, because we all have them and they affect what kind of employee we are. Even if an interviewer doesnt directly ask, So, tell me about your weaknesses, theyll be asking specific questions to Sally Credille try and determine what you do well and what you dont. blogs for the On a very basic level, our weaknesses are the opposite of our Young Engineers strengths. It is important to understand your strengths as well as Community on your weaknesses. Some organizations put a strong focus on tests, SAEs members-only such as Myers-Briggs, that are meant to identify your personality type EngineerXchange and leadership styleas well as your strengths and weaknesses. Ive taken a few of them and they were surprisingly accurate, in my experience. But its what you do with the information and how you leverage it in the workplace that matters. There are some free online resources to test your personality type or workplace style, such as: www.coachingandmentoring.com/Quiz/StrengthsWeakness.html www.humanmetrics.com/cgi-win/JTypes2.asp http://similarminds.com/bigfive.html. It may come as no surprise to learn your academic or mental strengths. After all, youre an engineer, but what about your weaknesses? Would it surprise you to learn that you are an extrovert who is organized and independent? Simply taking the time to explore what youre good at and what challenges you, and vice versa, can offer a window to your strengths and weaknesses. Then, work toward becoming more capable in areas where you might be less inclined or lack skill and experience. And it will take some work. You just may find that youre better prepared for any number of opportunities that come your waylike a job interview, performance review, or promotion consideration. And once you know how to discover your weaknesses, the next step is being able to talk about them in an interview. A lot of experts say that you should turn a negative into a positive when talking about your weaknesses. You might tell someone you know well, like a coworker or friend, that you dont delegate well, but how do you turn that reality into a positive during an interview? You can approach your weaknesses in a few ways: Relevance: During an interview, talk about a shortcoming that is not essential for the new job. Then turn that into an opportunity to talk about a particular strength that is highly relevant to the job or company. Its an easy interview shortcut, but most hiring managers see straight through it. I would also argue that in todays job market, no particular skill is really irrelevant. Progress: Discuss a skill or trait that is a weakness you have improved upon. This shows the interviewer that you can make improvements when required and have a proven track record of doing so for a previous job, co-op, or intern experience. Use an anecdote to tell a story about how this affected a project or task. Dont actually use the word weakness, instead focus on the truthful reality of what kind of employee you were, are, and hope to be. This is the sort of honesty that hiring managers are looking for. To read more of Credilles blog entries and insights, visit the Young Engineers community on SAEs EngineerXchange at http://ex.sae.org/.

Addressing your weAknesses in An interview

Editorial
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02

MOMENTUM, The Magazine For Student Members of SAE, February 2013, Volume 4, Number 1. 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 2013 by SAE International. The MOMENTUM title and logo are registered in the U.S. Patent and Trademark Office.

MoMentuM 02 2013

MitsUbishi tEaMs with Usc on sMart grid

Mitsubishi Motors North America Inc. (MMNA) is supporting the University of Southern California (USC) and its Viterbi School of Engineering as it develops a special campus-wide Smart Grid Living Laboratory project including the use of Mitsubishi i-MiEV 100% electric vehicles. The Mitsubishi Motors/USC Electric Vehicle Smart Grid Demonstration Project will work to further develop and improve virtually all phases of electric vehicle (EV) infrastructure to accommodate widespread EV usage in the future. Mitsubishi Motors will be providing a total of 12 Mitsubishi i-MiEV vehicles, several Level 2 EVSE charging systems to the Smart Grid program, and will consult with the University throughout the course of the research program and share a wealth of information based upon the companys know-how in the area of 100% electricpowered vehicles.

UsU UnvEils wirElEssly chargEd bUs

Utah State University has demonstrated a first-of-its-kind electric bus that is charged through wireless charging technology. The Aggie Bus rolled onto the streets carrying passengers just 16 months after USU demonstrated the first high-power, high-efficiency wireless power transfer system capable of transferring enough energy to quickly charge an electric vehicle. USUs Aggie Bus has achieved several significant milestones. It is the first bus developed and designed by a North American organization that is charged with wireless power transfer (WPT) technology and is the worlds first electric bus with WPT technology combining the three following performance metrics: A power level up to 25 kW, greater than 90% efficiency from the power grid to the battery, and a maximum misalignment of up to 6 in (152 mm).

briefs

B
03

raythEon to dEsign nEw Military iMaging satEllitEs

Raytheon Co. was awarded a $1.5 million Defense Advanced Research Projects Agency (DARPA) contract for phase one of the agencys Space Enabled Effects for Military Engagements (SeeMe) program. During the next nine months, the company will complete the design for small satellites to enhance warfighter situational awareness in the battlespace. The SeeMe program will provide useful on-demand imagery information directly to the warfighter in the field from a lowcost satellite constellation launched on a schedule that conforms to U.S. Department of Defense operational tempos. For this contract, Raytheon has teamed with Sierra Nevada Corp., University of Arizona, and SRI International to assist with design work and eventually production. Next year, in phase two of the SeeMe program, the Raytheon team would build six satellites for ground testing.

Eaton sponsors U-Ms MUltidisciplinary dEsign prograM

Eaton Corp. will provide opportunities for University of Michigan students to work on relevant, hands-on projects as a sponsor of the universitys Multidisciplinary Design Program (MDP). The MDP challenges students to solve problems and create breakthroughs for sponsoring industries through multidiscipline team collaboration. Eaton will work with MDP faculty members to present project challenges to student teams, along with predetermined financial and business resources to support their efforts. For the first MDP project, a student team will focus on developing a robust, predictive, and validated fireresistance model for Eatons high-performance quick-disconnect products. Quick-disconnects are self-sealing couplings that enable fast, easy, and reliable connections and disconnections of lube oil, coolant, hydraulic, and fuel systems for a wide range of commercial and military aircraft. Students will use the model to create new product designs with enhanced fire-resistance capability.

MoMentuM 02 2013

next-big-thing
Six-passenger packaging for CU-ICAR is indicative of Gen Y social and environmental consciousness. (CU-ICAR)

Clemson students, with the help oF mazda and others, show their ConCept For praCtiCal Gen Y-tarGeted Car that Could be marketed at a priCe oF about $28,000.
What does the youth market Want in an automobile? many companies at the recent SEMA (specialty equipment market association) show in las Vegas attempted to answer that question with their product lines. a team of students in the masters program in automotive engineering at Clemson Universitys international Center for automotive research (Cu-iCar) submitted its own proposal. named the next-biG-thing (nbt), it was viewed as a practical approach that could be marketed at a price of about $28,000. the team, led by dr. Paul J. Venhovens, who holds the BMW-endowed chair in systems integration at Cu-iCar, said it liked cool cars, but thats a term heard often at the sema show. the students studied Gen y buyer satisfaction data from AutoPacific to develop insights. they enlisted many sponsors, led by Mazda north american operation. it supplied a mazda2, rX-8, and mX-5 miata (plus various components) and asked only that the concept capture the mazda essence and evoke emotions similar to the first miata (introduced in 1988). the Mazda Foundation also contributed, funding three fellowships.

This 1:3 model shows what the NBT will look like when body panels are installed. (CU-ICAR)

six-passenger concept

student generation

the Cu-iCar six-passenger concept is physically far away from the two-seat miata, but times and the current generation of new buyers are different, too. its an era of downsized, turbocharged engines. the front-drive powertrain is a mazda-supplied 1.5-l four-cylinder with a Honeywell Garrett Gt2052 turbocharger, bolted to a five-speed mazda manual transmission. the naturally aspirated version of the 1.5-l unit, as used in the mazda2, produces 100 hp (75 kW), 98 lbft (133 nm). the nbt version is rated at 140 hp (104 kW) and 155 lbft (210 nm). the nbt has a second electric powertrain in the rear. this not only permits allwheel drive if needed in northern climes, but because of the parallel operation, the nbt can be expected to deliver both fuel efficiency and solid performance, in line with mazdas Zoom-Zoom brand image. the combined peak power is 208 hp (155 kW); combined peak torque is 262 lbft (335 nm). the nbt team said estimated road-test numbers are 42 mpg city/49 mpg highway, 0-60 mph (0-97 km/h) in 7.5 s, and a top speed of 125 mph (201 km/h). the rear electric drive, supplied by TM4 Electrodynamic Systems, uses a three-phase permanent magnet brushless ac motor with a peak output of 80 kW, peak torque of 125 lbft (169 nm), and continuous output of 37 kW. the motor, wired through an inverter/controller, is fed by a lithium polymer battery pack from Energy Innovation Group with 108 3.2-V cells in three modules with a capacity of 2.4 kWh. the electric drive configuration, which runs through a single-speed GKN electric transmission with a 9.59:1 gear ratio, not only provides power assist but also is capable of regenerative braking and brief operation in all-electric mode.

04

MoMentuM 02 2013

The CU-ICAR lab was the site of body-in-white production, as students used simple fixtures, Industrial Origami technology, plus structural adhesivesa less capital-intensive process than dies and stamping equipment. (CU-ICAR)

This piece of aluminum, when properly folded, will become a strong strut tower. (CU-ICAR)

nbts six-passenger capacity in two seating rows doesnt make it a substitute for a minivan or crossover. the idea is to provide seating for a group of Gen y friends who want to travel together in one vehicle, reflecting the generations social and environmental values. the interior is sized to hold four 95th percentile males in the four side seats, and two 50th percentile people in the middle seats. theres a 12-in touch screen infotainment center in the center stack.

mazda-like sportiness

the suspension is double-wishbone in front, multilink in the rear, adapted from the rX-8, but with Eibach Pro-system Plus springs and shock absorbers. electrohydraulic power steering and vented disc brakes front and rear also were adapted from the mazda parts bin, as (without a full load) the nbt is intended to have mazda-like sporty driving characteristics. nbt will ride on Michelin Pilot super sport 225/40Zr19 Xl93 tires mounted on 19-in wheels from Enkei, aftermarket producer of lightweight wheels. total mass of the prototype is just 2755 lb (1250 kg), although a vehicle with the body panels and interior trim added is projected to end up at 3086 lb (1400 kg). a production car with optimized metal thicknesses might weigh less, Venhovens said. With a driver and single front passenger, front/rear weight distribution is 50/50. overall length is 175.2 in (4450 mm) on a wheelbase of 107.5 in (2730 mm). Cargo volume is just 10.6 ft (300 l), so the six Gen y friends would have to travel light.

This engine compartment image shows the turbocharger for the 1.5-L four-cylinder and the strut tower at top, an example of folded sheet aluminum using Industrial Origami technology.

industrial origami technology

the concept body-in-white, an aluminum unit body with a mass of just 463 lb (210 kg), was made from thin sheets of metal folded in unique patterns and joined with structural adhesives, based on the folded metal technology of Industrial Origami, a support partner for the Cu-iCar project. the folding metal approach enabled complex, high-load-bearing structures to be made with simple fixtures in the universitys laboratories, rather than with large, expensive equipment such as dies and stamping equipment, an advantageous characteristic for the student project.

nominally a two-year project, the nbt development began in earnest in the spring of 2011, with a team of 54 students that evaluated concepts that would tie in to the mazda brand message. a Cu-iCar group of 28 engineering students started virtual project development in september 2011, while 15 transportation design students at the Art Center College of design of Pasadena, Ca, began the exterior design process.

tight time frame

in January 2012, a team of 13 automotive engineering students started a six-month full-time program to develop the design integration, packaging, functional analyses, and the steps needed for vehicle prototyping. First parts for the body-in-white arrived in July, and the origami metal folding began and was completed by the end of august. at that point, the integration of the chassis and powertrain began. there is no book for this integration, Venhovens said, explaining it was a learning by testing and doing process. the exterior design chosen was developed by Fred naaman, and a 1:3 scale model was displayed at the sema show. a decision on body panels is expected soon, with sustainable materials desirable if feasible. Venhovens hopes to show a completed project at the 2014 north american international auto show in detroit. in theory, the concept could meet a 2015 start-of-production date. Paul Weissler

studenttion genera

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05

Radio-controlled cars, such as these Traxxas models, run on backyard and club tracks and are among the sources of driving excitement for those Gen Yers without a drivers license.

unlicensed teens focused on cars

onlY 49% oF teenaGers Get a drivers liCense when theY reaCh 17, a drop From 79% in 1978. raCinG and traCk panelists explain eFForts to keep teens interested in Cars until theYre readY to buY.
by Paul Weissler these programs, he told the sema audience, explain why younger fans now are twice as likely as before 2008 to look at nasCar racing as a green sport. he also pointed to work on digital dashboards for racecars, so they look more like what the fans have in their cars. additionally, odonnell cited nasCars technology center work with universities, including Clemson University, in the area of safety. We dont have racing in the rain, he noted, so were looking at ways to dry a track faster. Michigan International Speedway (mis) has a multifaceted program to appeal to the younger audience. one is participation in the Formula sae series, an SAE International program in which collegelevel teams are formed to develop Formula-type racing cars. some of the mis offerings are not unique, admitted roger Curtis, President, but they are effective, such as a kids Club (almost 8000 signed up) and a kids Zone with entertainment, even soccer fields. the track was the first to offer children 12 and younger free admission to a nasCar sprint Cup event, and some 6434 attended. theres also a michigan kart Club that hosts kart road races. the track, odonnell said, is the top recycler among michigan sports facilities. and its media center is powered by a roof-mounted 800-ft (74.3-m) solar panel array.

sema panel looks to keep

Just 49% oF 17-year-olds haVe a driVers liCense, a sharp drop from the 79% figure of 1978. is the automobile losing its allure to the teen market? there were many opinions about this trend expressed at the recent annual show of the specialty equipment market association (SEMA) in las Vegas. the association naturally depends on a continuous stream of young drivers to whom its member manufacturers can market performance and appearance products. young attendees to whom SAE magazines spoke were in the 49% of course, and their opinions of their less-automotive-focused friends typically were that they first were finding lower-cost gratification from such handheld electronic devices as iPhones and iPads. For that part of the population, the big three arent in detroit, semas John Waraniak, Vice President of Vehicle technology, said. theyre Google, Facebook, and Apple. Further, radio-controlled cars racing on backyard tracks and on club-operated facilities and driver-type video games give teens a taste of the thrill of high-performance, behind-the-wheel action without the expense of a real car with comparable on-the-road capability. so the drivers license can wait because the purchase of the car has been postponed, although perhaps whetting the appetite. however, experts on the sema racing & Performance panel said that the industry was taking no chances on losing Generation y (birthdates from 1980 to post-2000)that it was taking steps to keep the teen-and-later audience thinking about cars until it was financially ready to buy. Further, it was making new efforts to appeal to Gen ys interest in going green.

student generation

06

at NASCAR, steve odonnell, senior Vice President of racing operations, noted that the organization has numerous partnerships and programs in sustainability under the nasCar Green label, which was launched in 2008. the latest, with Green Earth Technologies, features that companys pressure washers and environmentally safe cleaning products. other promotions include tie-ins with Creative Recycling Systems, which itself is partnered with Planet Gadget USA, a recycler of small electronic gadgets. and nasCar has accumulated more than 3 million mi (4.8 million km) on Sunoco Green e-15 (ethanol).

nasCar Green label

Gm e-rod powertrains

Car manufacturers also recognize the interest in green. Jim Campbell, General Motors Vice President for Performance Vehicles, pointed to the availability of the e-rod green powertrain line. the usual performance package has been just a crate engine, but Gm now has a trio of complete Connect and Cruise V8 powertrain systems, and theyre also all available in e-rod green. they feature the 5.3-l (315 hp/235 kW), 6.2-l (430 hp/321 kW), and 6.2-l supercharged (556 hp/415 kW) engines, each with a six-speed automatic (and for the super-

MoMentuM 02 2013

This GM powertrain is a 5.3-L V8 with six-speed automatic transmission plus engine and transmission electronic control systems.

charged engine, a six-speed manual as an alternative). also included are electronic control systems for engine and transmission, torque converter or flywheel kit, and a transmission installation kit. the e-rod version of each package carries full California air resources board (CARB) approval for low emissions.

small-format racing

small-format racing, perhaps because it is more relevant to Generation ys pre-driving experience, is increasing in popularity, aided by television packages. rallycross is a form of sprint style racing on a mixed-surface track (dirt, pavement, gravel, sharp turns, and even small hills). it began in europe but didnt catch on in the u.s. until small performance cars increased in popularity, explained panelist tanner Foust, driver and a television broadcaster at top Gear usa. he also pointed to drifting as a youth-oriented action sport, and indeed there are drifting competitions of various types, some on a full track and others on a section of track. the scoring rates the drifting line and speed, but theres also a wow factor that is subjectively scored and usually includes the amount of smoke the tires produce. traxxas torC, sanctioned by USAC (u.s. auto Club), is a national short-course series run on offroad type tracks with three divisions and four classes, including a 1600-cc buggy class. the sponsor is Traxxas, a leading maker of radio-controlled cars. the series was founded in 2009 by sema panelist rick Johnson, motocross and motorcycle champion and an inductee in the American Motorcycle Associations motorcycle hall of Fame.

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07

FEATURE

collision welding

Huimin Wang and Anupam Vivek show off an array of aluminum to copper laser impact welds.

an aCademiC Group at the ohio state universitY is developinG breakthrouGh new hiGh enerGY densitY methods For enablinG dissimilar metal joints.
the oPtimal desiGn oF an automotiVe struCture requires varied materials to perform specific functions in the components of the structure. For example, many interior parts require strength and stiffness. this makes magnesium castings optimal for components such as seat frames and instrument panels. the front and rear structures of automobiles must absorb remarkable amounts of energy in a collision; for these regions steel and aluminum alloys are good choices. similar challenges exist in non-structural parts. aluminum is often required for lithium-ion battery electrodes, but copper is a better material for conduction. all of these challenges require methods for joining dissimilar materials. it is often not possible to weld different alloy classes. the widely different melting points of aluminum and steel, for example, make it very difficult to create a fusion weld. also, even if both metals could be melted, iron-aluminum compounds would form, and these will make a very brittle fusion region. there are varied methods of solid-state welding that are able to join widely dissimilar metals. the bestknown solid-state welding method is explosive welding. here a flyer is driven by large quantities of high explosive to strike a target plate at an oblique angle at high speedtypically between 300 m/s and 1.5 km/s. this collision is violent enough that it strips off the native metal surfaces and the two clean metal surfaces are pressed together and share electrons and bond. in recent months, researchers at The Ohio State University have developed two new processes that use similar physics, while scaling the energies and sizes so that the processes can be carried out in a typical laboratory or factory. For very small solid-state collision welds, a pulsed laser that delivers 3 Joules of optical energy in a period of about 8 ns is used to accelerate thin foil-like flyers towards targets at high velocity. this, for example, can be used to join thin aluminum electrodes to copper conductors for advanced battery applications. these interfaces have good strength and high conductivity. as the laser that creates these events operates at 10 operations per second, this method may have good potential for mass production. For larger structural parts, explosives have been replaced with a thin metal foil that is vaporized with an intense current pulse from a capacitor bank. this is the same sort of pulse power that can be used for joining structures via conformal interference joining, as was featured in the november 2011 issue of Momentum.

student generation

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MoMentuM 02 2013

Schematic diagram of laser impact welding.

it turns out that an about 1 in wide strip of conventional aluminum foil is perfect for many applications. this vaporizing foil can provide a pressure pulse that can accelerate a 1 mm thick sheet of aluminum to steel almost instantly to speeds over 500 m/s. this can allow the joining of dissimilar metals and be especially useful for joining steel panels to aluminum extrusions or aluminum sheet to magnesium castings, for example. these welded regions can be much larger than those due to spot welds, and hold the other significant advantage that very dissimilar metals can be joined. both these techniques show the well-known characteristics of explosive welds for which the interface is typically quite wavy and has a character that varies along the length of the interface. in most regions it is almost ideally discontinuous (except that with very high resolution microscopy a very thin layerabout 50 nm thickwith a complex structure can be seen), and there are pockets where eddies in the wave-like structure have likely produced local melting that may have small pools of brittle compounds. the development of these techniques has been true team collaboration between many in ohio states College of engineering and outside collaborators. this work benefits from the support of a $400,000 grant from the Alcoa Foundation to initiate activities in lightweight multimaterial vehicle structures. the student leaders of the group include Jason Johnson who has led the development of the use of vaporizing metal foils as impulse actuators. Johnsons past activities include building tesla coils and other high-voltage equipment as a hobby and fabricating solar racers for his undergraduate school, Michigan State University. anupam Vivek has been applying the vaporing actuator method to a range of problems,

including cutting, forming, welding, and munitions disposal. huimin Wang is in the Welding engineering program at ohio state, and her work focuses on the development of laser-driven collision welding for thin metal foils and sheets.

Schematic representation of explosive welding: The OSU group has found ways to mimic the joints created with this process that can be applied in a typical lab or factory.

Glenn S. Deahn leads an academic group that largely works in manufacturing research in the Department of Materials Science and Engineering at The Ohio State University

studenttion genera

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09

FEATURE

carbon fiber, new aluminum structure lighten 2014 corvette stingray

The C7, whiCh enTers produCTion in 3Q13, boasTs an all-new aluminum Chassis/passenger Cell sTruCTure ThaT is 57% sTiffer in Torsion and 99 lb (45 kg) lighTer Than The previous C6 sTeel-and-aluminum sTruCTure.

todays engineering

010

MoMentuM 02 2013

The all-new 2014 C7 Corvette is a lightweight materialsfest. The base model gains a carbon-fiber hood (inner and outer) and roof panel. Quarters, doors, and hatch are in lighter-density SMC than the previous fenders, and the fascias are in TPO.

The Corvettes aluminum-intensive body structure was completely revised for the C7. Carbon nano-composite floor panels replace the C6s balsa-wood honeycomb floor. Note large hydroformed main rails under passenger cell, and five-piece front rails composed of hydroformed tube and large cast nodes.

We had very aggressive Weight-reduction targets on this program, said Leonard Brohl, Lead engineer for closure Panels on the 2014 c7 Chevrolet corvette, unveiled Jan. 13 at a media event preceding the detroit auto show. General Motors has resurrected the stingray name for the latest generation of its iconic sports car, which continues to be a lightweight-materials wellspring for the automaker. the c7, which enters production in 3Q13, boasts an all-new aluminum chassis/passenger cell structure that is 57% stiffer in torsion and 99 lb (45 kg) lighter than the previous c6 steel-and-aluminum structure, said gM engineers. at the cars world debut, gM had not yet published a production curb weight for the car. it is expected to be slightly lighter overall than the base c6 coupes 3208 lb (1455 kg). Besides reducing mass while increasing strength, the development team aimed to retain the corvettes ideal 50/50 front/rear weight distribution deemed essential for superior handling. compared to the c6, which uses continuous hy-

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The C7 steering column support is a new thin-wall magnesium casting in AZ91 material said to be five times stiffer than the previous column structure. Note hydroformed Al cross-car beam. (Lindsay Brooke)

A-pillar support and front quarter junction details on the C7 structure. (Lindsay Brooke)

droformed main frame rails with a constant 2-mm (0.08-in) wall thickness, the c7s main rails each feature five aluminum segments, including extrusions at each end, a center main rail section, and hollow-cast nodes at the suspension interface points. each segment is tuned by varying wall thickness from 2 to 11 mm (0.08 to 0.43 in). this tailors each sections gauge, shape, and strength properties to optimize the structural requirements for each frame section while keeping mass to a minimum. the frame is assembled at an all-new welding shop at the Bowling green, Ky, assembly plant using a precision laser welding process that gM claims holds tolerances to about 0.001 in (0.025 mm). supporting the frames greater strength and lower weight are complementing chassis elements, including hollow-cast aluminum front and rear cradles that are approximately 25% lighter and 20% stiffer than the solid cradles used on the c6 cars structure. the steering column support is stiffened by a factor of five compared with the outgoing car using a new thin-wall magnesium casting. c7s use of materials includes a standard carbon-fiber hood and roof panel, supplied by Plasan Carbon Composites new Walker, Mi, plant. Plasan has innovative manufacturing processes that shatter previous autoclave-type processing times, getting per-part processing down to 17-min machine cycles. For more detail, read www.sae.org/mags/aei/11315. the unique balsa-wood-sandwich floor construction of the c6 corvette has been superseded on c7 by a new carbon nanocomposite floor pan that is lighter while maintaining strength and stiffness, said chief engineer tadge Juechter. c7s front fenders, doors, rear quarter panels, and the rear hatch panel are made with lighter-density sheet molding compound (sMc) than the previous generation. the door outer panel measures 1.2 mm (0.047 in) thick and the inner panel 0.8 mm (0.031 in). combined, the body materials and their design/engineering save approximately 37 lb (16.8 kg) vs. the c6 body structure. c7 seat frames are a new magnesium structure on both the standard gt seat and the competition sport seat with more aggressive side bolstering. Juechter said that the stingrays 50/50 weight balance combined with its estimated 450 hp (336 kW) output (final SAE ratings are not yet finalized) offers the new corvette a power-to-weight ratio that is superior to those of the Porsche 911 carrera and Audi r8. Lindsay Brooke

todays engineering

The C7 rear control arms (right) are hollow aluminum castings. The C6 arms (left) are solid. (Lindsay Brooke)

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for the connected airplane,

Boeing engineer John Craigs vision of the Connected Airline. (Boeing)

young engineers have right mind-set

John craig was fresh out of college when he and his group went out on the flight line for troubleshooting of the engine ignition system in the 747-400. they pulled out a drawing, and it was all relays and diodes, he recalled. i said, why dont we put this in a little circuit board with some logic gates, etc., because thats all the relays and diodes didact as relay logic. it was a fine example of new thinking, but the designated engineering representative (the person who functions as a companys representative to the u.s. FAA) said it couldnt be certified. Fast-forward 25 years, and you see that that function, and engine ignition, is part of a software routine inside the engine controller, noted craig, currently chief engineer of network systems for Boeing commercial airplanes. its just that kind of forward and out-of-the-box thinking from a young engineer that the avionics industry is in great need of today, said craig. and he believes young engineers are up to the challenge, especially as it relates to connectivity. i do a lot of recruiting, he said. the kids im hiring now are phenomenal. they look at things differently. theyre energetic and theyre sharp. on the other hand, the expectations of young engineers are different. When i hired in, i understood that to get to where i am now it would take a while. i think some of the young folks on the floor right now who work for me think they could walk in here and do my job. you just have to understand that mentality. another way in which young engineers are different from veterans (craig acknowledges exceptions to these stereotypes) is that the former think in one- or two-year time frames, reflecting their experience with (and expectations of) new cell phone and other communications technologies. they really understand this stuff, he said. overall, he believes young engineers pluses outweigh their minuses. their kind of thinking means more emphasis on designing products [airplanes] that are good forever in a way to accommodate new technologies. craig said young engineers are well suited to what he calls the new avionics paradigm. under the old paradigm, we build it once; we show that it meets the functional hazard, and were kind of done with it until we find we have failures, etc. When it comes to the connected airplane, and you have to deal with the cyber aspects, its a different mind-set. the old mind-set involved developing proprietary systems, stand-alone solutions, and functional stovepipes, according to craig. the result was connectivity separated by function: one system for flight operations, one for airline operations, and one for passenger use. if we have an offboard link, we ought to figure out how we can leverage it for all of the services on the airplane, he said. For this more integrated approach, greater reliance on commercial technologies is now needed, craig added. We really cannot go out and invent this stuff anymore. We have to leverage whats being done in the commercial world. Progress is being made, said craig: Weve seen a transition from functionality being hosted in specialized hardware to functionality being hosted in more generic hardware with a software perspective. Patrick Ponticel

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caterpillar hybridizes the excavator using hydraulics technology

The hydraulic hybrid technology in the 336E H was developed by Caterpillar in-house.

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Caterpillar has committed to hybrid technology in a big way recently with several major events and announcements. Most recently, on oct. 16, the company unveiled the first model in its new line of hybrid excavators, the 336e h. the hybrid technology was developed in-house and is of the hydraulic type in which energy is stored in the form of pressurized fluid. the source of the energy that is converted to pressurized fluid is the swinging motion

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of the machines large upper structure. the energy otherwise lost as heat in the friction braking of the upper structure is used to pressurize fluid in an accumulator. the stored energy is expended in accelerating the upper structure. (the company told SAE Magazines that it is withholding certain details about the vehicles various technologies until the machines official launch in april 2013, so we cannot report on whether hydraulic energy

alone is used in upper-structure braking or whether it is used in combination with friction brakes, or on other details such as energy and power capacity, material composition of the pressure tank, etc.) caterpillar said other companies have developed the more widely known hybrid technology relying on electrical energy storage. the disadvantage of those systems, the company says in written materials, is that the power source must transform kinetic energy to electric energy and back to hydraulics in order to fully utilize hybrid technology. We eliminate that added step and complexity with our hydraulic hybrid. the reduced complexity of the system, in conjunction with other cat innovations, means customers can expect a return on their investment from the 336e h hybrid technology in as little as one year assuming todays fuel prices and a high use of the machine. By comparison, it can take up to seven years for owners of competitors electric hybrid excavators to recoup their costs. the company would not say how much cost the hybrid system adds to the machines cost. the 336e h offers fuel savings of up to 25% compared to the 336e nonhybrid version of the excavator, caterpillar says. the three technology building blocks for better fuel efficiency include: Conserve fuel with engine power management via the Cat electronic standardized Programmable (esP) pump, which smoothly transitions between the hydraulic hybrid power sources, engine, and accumulator. Optimize performance using restriction management via the patented cat adaptive control system (acs) valve, which intelligently manages restrictions and flows to seamlessly control machine motion with no loss of power, and to ensure that operators experience no difference in control, hydraulic power, or lift capability. Reuse energy via the hydraulic hybrid swing system, which captures the excavators upper structure swing brake energy in accumulators, and then releases the energy during swing acceleration. even in low-intensity swing applications, customers will still experience significant fuel savings because of the conserve and optimize technologies, the company says. caterpillar has developed, built, and tested electric hybrid excavators, butuntil nowwe had not found a hybrid approach that would actually lower our customers owning and operating costs, said Ken gray, global Product Manager for large hydraulic excavators for caterpillars excavation division. Large excavators operate in high-production applications in which fuel is a very significant operating cost for our customers. so, the 336e h, the hybrid version of our workhorse 336e, is ideal for introducing our new hydraulic hybrid technology, with its more than 300 filed patents. We cant wait to see the reaction of our customers to the 336e h, said gray. Were confident they will be delighted. no other commercially available technology has higher power density than hydraulics, and thats why we selected a hydraulic solution to help our customers achieve substantial fuel savings. the 336e h also meets stringent tier 4 interim/stage iiiB emissions standards. it is extraordinarily quiet, too. so its a socially responsible machine for our customers to own, and they will sacrifice nothing in terms of performance, power, force, speed, or production. once more, the owning and operating costs for the 336e h are actually lower than the standard machine. thats the value customers expect from cat excavators. in addition to withholding technical details of the machine, the company is not saying how widely it will implement hybrid technology. the 336e will continue to be offered alongside the 336e h. Patrick Ponticel

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certification program for engineers involved in vehicle electrification announced

SAE IntErnAtIonAl announced Nov. 14 that it will implement a personnel certification program that enables engineers, product development technicians, and associated personnel to earn a certificate of competency or certification in the area of vehicle electrification (VE). Through a process that engaged a group of auto industry subject-matter experts, a VE body of knowledge was developed and segmented into three distinct levels to meet the needs of specific personnel. Exam questions were generated to align with the body of knowledge to address each of the three levels. The VE Fundamentals and Safety Certificate of Competency is designed for individuals who require training and validation of knowledge in general electrified vehicle architectures, basic electricity and electronics, and critical safety precautions and procedures. Job roles include manufacturing personnel, procurement, sales, management, and engineering undergraduate students. This credential requires completing an online training course and passing an online exam. The VE Professional Certification level, due to launch in February 2013, is designed for individuals to validate mastery of knowledge in general VE safety and all major VE systems. Job roles include engineers, technicians, and other technical personnel assigned to electrified vehicle platforms but not involved with direct design of VE systems. Passing an online exam results in certification that remains in force for three years. The VE Engineer/Scientist Certification level will launch in March 2013 and is for individuals to validate mastery of knowledge in the science and design of all major VE systems. Job roles include engineers and R&D scientists engaged in focused research or product design of VE systems such as battery packs, motors, power electronics, and systems integration. Passing an online exam results in certification that remains in force for three years. As with many industry-driven certificates and certifications, SAE Internationals intent is that these credentials will help individuals elevate their stature within their organizations and offer them increased employment portability. Companies will also value having credentialed professionals on staff to ensure they have the proper skills and to enhance credibility with their customers. Additionally, human resource personnel often use these types of professional credentials as a differentiator for job applicants. SAE International has partnered with Plexus Corp., an internationally established training company, to assist in the development and delivery of exams and training. For more information, please contact SAE International at certification@sae.org or visit www. sae.org/training/credentialing.

The objective of the Vehicle Electrification Certificate of Competency is to provide training for those individuals who work on or around electrified vehicles to perform their tasks safely. A GM Design and Validation Engineer is shown checking the status of electric drive tests. (General Motors)

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2014 spark ev pioneers dc

The Spark EV will produce an estimated 100 kW of peak power and 400 lbft of instantaneous torque.

quick charging with new sae combo connector

General Motors Engineer Patrick Foley demonstrates the DC Fast Charge unit Nov. 15 at GMs Electrification Experience in San Francisco, CA. The dc fast charge unit will enable the Spark EV to recharge up to 80% of its capacity in approximately 20 min.

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ChEvrolEtS 2014 Spark EV will be the first production electric vehicle capable of quick charging on direct current (dc) or conventional ac charging using SAE Internationals revised J1772 standard and new Combo Connector, when the car goes on sale next summer. The five-door Spark EV is General Motors first production battery-electric vehicle and features a GM-designed-and-produced traction motor. It will have a $25,000 base price before U.S. and state tax credits, which can drop the vehicle price by as much as $10,000. GM plans to sell the Spark EV initially in California and Oregon, as well as in Canada, Europe, and South Korea, according to Larry Nitz, Executive Director of GM Global Electrification Engineering, who played a key role in development of the Chevrolet Volt. The SAE Combo Connector enables both ac Levels 1 and 2 charging (110/120 and 220/240 V, respectively) as well as dc quick charging, formerly known as Level 3. According to Nitz, the car can be charged in about 7 h with a 240-V outlet. With the optional quick-charger incorporated into the Combo Connector, the Spark EVs battery pack can reach 80% state of charge in 20 min. Thats among the fastest, if not the fastest charging for a plug-in vehicle to date, Nitz said. A 120-V charge-cord set is standard. Charging can be monitored and managed remotely using the cars OnStar smartphone app. Nitz also claimed the car will have the best range in its segment but declined to specify until U.S. EPA testing is completed. Spark EVs 20 kWh, lithium-iron-phosphate battery pack is liquid cooled with active heating and cooling. This design ensures optimal thermal performance in all ambient climates, and there is an eight-year, 100,000-mi (160,934-km) warranty, noted Bill Wallace, GM Director of Global Battery Systems. The pack is supplied by A123 Systems and contains 336 prismatic pouch cells (3P112 type) arranged in four modules. The battery pack is designed to sustain multiple dc quick charges per day, Wallace said. The pack weighs 560 lb (254 kg), and its addition to the Spark along with the rest of the electric propulsion system (and combined with the deletion of the combustion engine and its related systems) contributed to a 400-lb (181-kg) overall mass gain compared with the conventionally powered Spark, according to Lead Development Engineer Trista Scheiffer. The rectangular pack is located below the Sparks rear seats, directly over the rear axle. Its housed in a sealed, composite enclosure. The pack is situated in the same space used for the fuel tank in the conventionally powered Spark, which required minimal body modifications, Scheiffer noted. Lindsay Brooke

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collegiate engineers burn up kart track at sae detroit section event

More than 35 collegiate engineers representing the University of MichiganDearborn, Penn State University, Central Michigan University, and oakland University tested their race-driving skills against each other during an SAE Detroit Section social gathering Nov. 29, 2012. The event was held at Kart2Kart, an indoor kart track facility in Sterling Heights, MI. The popular 1/5-mile circuit features a 200-ft-long (61-m) straightaway and six corners, through which the karts can generate up to 1.5 g at speeds up to 35 mph (56 km/h). The evenings Top Drivers awards went to Eric Swahn of Oakland University; Randy Floresca of General Motors; and Xiaoming Liang of Penn State.

The thrill of speed, the smell of hot slick tires, and a postrace pizza supper brought these SAE engineering student members to the Detroit Sections Kart2Kart racing event Nov. 29. (Randy Floresca)

brain freeze
sae networking
Have you ever experienced brain freeze during a job interview? You are asked a question and your mind goes blankits horrifying. You lose composure as well as confidence. Your interview goes downhill from there. Brain freeze most often happens as a result of behavioral or situational interview questions that are not anticipated. As a career coach, this is the most common interview problem I hear about from my clients. With the right preparation, you can avoid the nightmare of brain freeze and improve your interview performance greatly. First of all, its important to understand what a behavioral or situational interview question is. It is any question that start with: Tell me a time when Give an example of Describe a situation when Employers ask these types of questions with the assumption that past behavior indicates future performance. These questions reveal a lot about a candidate, including a candidates ability to think fast. Given that interviews are inherently stressful, many job seekers find it extremely difficult to think fast during interviews. Here are four steps that will help you prepare for any interview question.

how to avoid
job interview

Take inventory of your accomplishments

This requires more than a cursory mental note of the good stuff youve done in the past year. Take a systematic approach by asking yourself what challenges youve faced in each of your positions over the past five or more years. Try asking yourself: What processes have I improved? How have I made work easier for others? What did I do to save my company money? When did I find a solution to a departmental problem? How did I save time? When did I go beyond the call of duty to solve a customer problem? Write out your answers to these questions. Remember to include the quantitative details when appropriate. Include dollars saved, hours cut, percentage increased, etc.

Study the job description

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With your list of accomplishments in hand, you are ready to turn your attention to the job description. Study the requirements to determine all the possible challenges involved with the job. If the actual job description is skimpy in details, look to other similar positions listed to help fill in the blanks. Additionally, ask others who hold similar positions what their greatest challenges of the job are. Write out your list of anticipated challenges.

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Create a list of behavioral questions

Turn your list of challenges of the position into a list of questions that start with: Tell me a time when you Describe a situation when Have you ever had to Your list will look something like: Tell me a time when you had to cut costs out of your annual budget. Describe a situation when you had to fire a friend. How would you go about repairing a relationship with a disgruntled client?

Use your list of accomplishments to answer your behavioral questions

Ask a friend to help you role-play your interview answers. You should feel very comfortable communicating your success stories. The more time you practice actually talking about your accomplishments, the faster youll be able to recall your stories in your next interview. With interview performance more important than ever before, it pays to prepare, prepare, prepare. There is no such thing as over-preparation when it comes to interviews. Use this approach to interview prep and youll be surprised at how much more confident youll feel in your next interview. The better you interview, the faster youll be at your new job.

Deborah Walker, President of Alpha Advantage Inc., is a Certified Career Management Coach with extensive experience as a headhunter and corporate recruiter. For more tips and sample resumes, visit www.AlphaAdvantage.com.

Given that interviews are inherently stressful, many job seekers find it extremely difficult to think fast during interviews.

cummins bruce earns sae/aem outstanding young engineer award

Zeynep Bruce, Manager of Integration Tools for the Global Customer Engineering division of Cummins Inc., was presented the SAE International/ AEM Outstanding Young Engineer Award at the SAE 2012 Commercial Vehicle Engineering Congress, held in Rosemont, IL. The award recognizes an outstanding young engineer in the off-highway or powerplant industry. Established in 1996, the award was proposed by senior engineering executives and is administered under the auspices of the SAE Engineering Meetings Board in cooperation with AEM. Bruce joined Cummins in 2008 as a Cooling System Technical Specialist, was promoted to a Technical Leader role early 2009, and in 2011 became the MidRange Machine Integration Tools team manager. Prior to joining Cummins, she worked four years as a Product Development Engineer for the Ford Motor Co. in Turkey, where she was involved in the development of a global five-cylinder engine project. Bruce earned her bachelors degree in civil engineering in 1998 and a masters in civil engineering in 2000 from Bosphorus University in Turkey. She received her doctorate in mechanical engineering from West virginia University in 2004.

Zeynep Bruce (middle), Manager of Integration Tools for the Global Customer Engineering division of Cummins Inc., receives the SAE International/AEM Outstanding Young Engineer Award from 2012 SAE President Frank O. Klegon (left) and SAE Vice PresidentCommercial Vehicle Bharat Vedak.

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gear
by Matt Monaghan

iPhone 5

audio booster

Users can pump up the volume of their iPhone 5 with the ampjacket acoustic amplifier case from kubxlab. ampjacket features unique technology that filters the sound through the case and projects it outwardly while enhancing it. The result is a rich boost in volume that is twice as loud. The case fits snugly in hand and sports a sleek modern look that complements the iPhone 5. Made from a hard-shell polycarbonate with matte rubber finish, the ampjacket iPhone sound amplifier is smooth and thin. The case is 100% battery- and cord-free and simply snaps to the iPhone 5. The new ampjacket iPhone 5 amplifier case is available for preorder in a variety of colors and designs at kubxlab.com.

solar smart power

power pack
At the Consumer Electronics Show in January, Timbuk2 launched its Power Series, the first series of purpose-built bags with a power supply to charge a variety of electronics while on the move. The company partnered with Joey Energy to develop the Power Q Laptop Backpack and Power Commute Laptop Messenger. The Joey T1 Power Supply fits in a dedicated pocket on the inside that charges virtually any device that charges via USB cablewhile in the bag. The unit provides up to two full recharges on most standard cell phones. The backpack features a tricot-lined side-access compartment that fits up to a 17-in MacBook Pro, while the messenger version fits up to a 15-in MacBook Pro.

The BoostSolar solar-powered backup battery pack from Eton features a rechargeable 5000-mAh lithium battery for long-lasting reliable power. When fully charged, it provides enough backup power to fully charge most smartphones. In addition to charging in the sun, the BoostSolar features a MicroUSB dc input for use with most smartphone chargers. Use the standard USB port for charging mobile devices. With the press of a button, LED charge indicators let you know how much battery charge you have left. With a rugged rubber exterior and an IPX-4 rating, its robust and splash-proof, and built-in fastener loops allow for strapping to a backpack.

020

Coming in April, Trakdot Luggage from GlobaTrac LLC offers travelers peace of mind by helping keep track of their bag when flying. Trakdot Luggage constantly monitors the cellular network to determine its city location. When in the air, the device, which runs on two AA batteries, recognizes and goes to sleep. Upon arriving at a destination, Trakdot Luggage wakes up and reports its new location. Depending on user preferences, a text-message or email is sent to you confirming that your luggage has arrived with you. An app alerts users when they are 30 ft (9 m) from their luggage. MoMentuM 02 2013

4th Edition Just Released!

The Indispensable Guide to Internal Combustion Engines

By Richard Stone
Thoroughly updated, clear, comprehensive and wellillustrated, with a wealth of worked examples and problems, this book provides a combination of theory and applied practice to help you understand internal combustion engines, from thermodynamics and combustion to uid mechanics and materials science. Topics Include: Thermodynamic Principles Combustion and Fuels Spark Ignition Engines Induction and Exhaust Processes Turbocharging Experimental Facilities This book is a valuable reference for both students and professional engineers needing a practical overview of the subject.

List Price: $81.00 ISBN: 978-0-7680-2084-7 Product Code: R-391

Order today!

Online: books.sae.org/book-r-391 E-mail: CustomerService@sae.org Phone: 1-877-606-7323 (U.S. & Canada) or 1-724-776-4970 (International)
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Join SAE and Save up to 20%* off List Price on most products priced under $500. Visit www.sae.org/membership and start saving!
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P121850

Get the Latest Edition of This Invaluable Reference Book

BOSCH Automotive Handbook, Eighth Edition
Brand New with Completely Revised Sections Including Alternative Drives This latest edition of the best-selling, indispensable reference book has been completely updated with more than 580 pages of new content, including new or greatly revised sections on subjects such as: Hybrid drives Fuel cells for the vehicle drive Chassis control and active safety Automotive electronics: automotive software engineering, networking, buses
ISBN 978-0-7680-4851-3 List Price $32.50 Product Code: BOSCH8
SAE Members receive an additional discount from the list price

NEW!

Detailed enough to address complex technical issues yet portable enough to take everywhere, the 8th edition also contains more than 1,000 illustrations, diagrams, tables, and sectional drawings.

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books.sae.org CustomerService@sae.org Phone 1-877-606-7323 [U.S. & Canada only] Phone 1-724-776-4970 [International]
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