symposium overview biographies - sae torino group · symposium overview . 3 event timetable facing...

1

Symposium Overview

2

General Information

4

Special Events

8

Symposium Organizers

10

Chairpersons

12

Technical Program

14

Abstracts & Speakers’ Biographies

18

Contents

2

Overview

Attendees at the new SAE symposium will take an insightful look at new and developing

technologies addressing future CO2 targets. The event will combine state-of-the-art technology

presentations with face-to-face networking opportunities for professionals focused on meeting

the EU’s proposed greenhouse gas targets of 120g CO2/km by 2012 and 95g CO2/km by 2020.

The two-track technical program is ideal for those assessing powertrain and vehicle technologies

that address the EU’s proposed greenhouse gas targets, including:

Combustion and Emissions

Hybrid & Electric Powertrains

Fuels

Transmissions

Mass and Friction Reduction

Aerodynamics

Tires

Other New and Developing Technologies

As an attendee, you have the opportunity to learn about new and developing technologies,

network with other professionals, and attend walking tours of the GM Powertrain facilities and the

Politecnico labs.

Symposium Organizers

Federico Millo Associate Professor, Politecnico di Torino

Giovanni Cipolla Diesel AE & Hybrids Director, General Motors Powertrain Europe

Mauro Velardocchia Associate Professor, Politecnico di Torino

Antonello Cogotti SAE Fellow

Marzio Bianchi SAE Turin Group Secretary

Partners .

Politecnico di Torino

GM Powertrain Europe

AVL Italia

Symposium

Overview

3

Event Timetable

Facing the Challenge of Future CO2 Targets:

Impact on European Passenger Car Technologies

Thursday, June 18, 2009

9:00am

9:30am

Welcome Address

AULA MAGNA (map at page 7)

9:30am

10:10am

Plenary Session

Chairman R. Rinolfi, FIAT Powertrain Technologies


10:10am

10:40am Networking Break

10:40am

12:00am

Plenary Session

Chairman R. Rinolfi, FIAT Powertrain Technologies


12:00am

2:00pm Lunch

2:00pm

4:10pm

Advanced Powertrains Session

AULA MAGNA (see page 7 for a map)

Aerodynamics and its Contribution to CO2

Reduction Session

SALA CONSIGLIO DI FACOLTA‘ (see page 7)

4:10pm

4:30pm Networking Break

4:30pm

6:30pm

Lab Tour — GM Powertrain and Politecnico Labs

Please, sign in at the registration desk - no cameras or open-toed shoes.

Friday, June 19, 2009

9:00am

10:20am

Hybrids and Powertrain

Electrification Session


Car and Transmissions Concepts Session


10:20am

10:40am Networking Break

10:40am

12:20am

Hybrids and Powertrain

Electrification Session Car and Transmissions Concepts Session

12:20am

2:00pm Lunch

2:00pm

3:00pm

Bio - and Alternative Fuels Session


Tires Session


3:00pm

3:20pm Networking Break

3:20pm

5:00pm Bio - and Alternative Fuels Session Tires Session

5:00pm Adjourn

Registration Hours: Atrio Sala Consiglio Di Facoltà Thursday 18 June 8:00am - 4:30pm Friday 19 June 8:00am – 2:00pm

Symposium

Overview

4

Networking Opportunities (breaks + lunches)

Several opportunities are given to make acquaintance with the

other guests and discuss about the most interesting issues of the

symposium.

Thursday, June 18

Networking Break

Atrium – Sala Consiglio Di Facoltà

10:10 am - 10:40 am

Lunch

EDISU Canteen – Politecnico di Torino

12:00 am - 2:00 pm

Networking Break


4:10 pm - 4:30 pm

Friday, June 19

Networking Break


10:20 am - 10:40 am

Lunch

EDISU Canteen – Politecnico di Torino

12:20 am - 2:00 pm

Networking Break


3:00 pm - 3:20 pm

General

Information

5

Things to do in Turin

Whatever your interests are you'll be able to find things to do in

Turin. Turin has over one hundred museums, wonderful

architecture and great shopping.

For more information on things to do during your visit to Turin,

visit:

http://www.comune.torino.it/canaleturismo/en/

http://www.extratorino.it/ENG/index.php

General

Information

6

Maps

How to get to Politecnico

From Caselle Airport

by train + bus 20 minutes travel by train to Torino Dora Station + bus No. 10 50 minutes total; €3.40

by taxi 30 minutes; from €30.00

From Porta Nuova Train Station

by bus Buses No. 58, 58/, 33, 33/ 15 minutes; €1.00

by taxi 10 minutes; €5.00 to €10.00

From Porta Susa Train Station

by bus Bus No. 10 10 minutes; €1.00

by taxi 5 minutes; €5.00 to €10.00

Politecnico Area Map

General

Information

7

Conference Floorplan

General

Information

8

Speaker’s Welcome Dinner

Wednesday, June 17, h. 19.30

Palazzo Birago,

via Carlo Alberto 16

In the evening of Wednesday, all speakers are invited for a welcome dinner in the Torino Chamber

of Commerce’s headquarters in Palazzo Birago di Borgaro, one of the most refined and well-known

examples of the Piedmontese Baroque architecture, designed by the renowned artist Filippo

Juvarra.

Special

Events

9

Lab Tour - GM Powertrain and Politecnico Labs

Thursday, June 18, h. 16:30 - 18:30

Politecnico di Torino

GM Powertrain Europe

The tour of GM Powertrain Europe Research Center includes the visit of state of art laboratories,

test benches and the entire facility where currently more than 350 people work.

For the first time an automotive company located its labs inside a university campus. This

demonstrates that Torino is part of a long term commitment by GM, and the collaboration with

Politecnico is one of its key elements.

Main Politecnico Labs involved in automotive research will also be visited, including Internal

Combustion Engines, Vehicle and Transmissions, Aftertreatment, Batteries, Power Electronics and

Electric Machines, Controls and Mechatronics.

Please, sign in at the registration desk to take part

Please, no cameras or open-toed shoes.

Special

Events

10

Federico Millo Associate Professor, Politecnico di Torino Prof. Millo received his Master degree in Mechanical Engineering at Politecnico di Torino in 1989. After a short experience in the automotive industry, in 1991 he joined the Faculty at Politecnico di Torino as a Researcher Assistant, and in 1998 he was appointed as Associate Professor of "Internal combustion engines". His research activity has been focused on internal combustion engines, in particular on the analysis and on the diagnostic of the combustion process, on the use of alternative fuels, on pollutant emission control in s.i. and diesel engines, on engine modelling and on the development of engine control strategies. F. Millo has published over 50 articles, most of which on the proceedings of international congresses and on international journals, and has been responsible for several research projects, with automobile and diesel engine manufactures, such as General Motors, Fiat, IVECO, Magneti Marelli, Wartsila.

Giovanni Cipolla Diesel AE & Hybrids Director, GM Powertrain Europe born in Torino-Italy 1971 - graduated in Mechanical and Automotive Engineering at Politecnico di Torino 1972 - joined FIAT Research Center in Orbassano (Turin), where he was involved in several engine R&D programs and finally managed the Racing Engines Research Center 1994 - joined Elasis in Pomigliano (Naples), as Powertrain Director of the R&D Center 1998 - joined Ferrari in Maranello (Modena), as Powertrain Director of the GT Division 2004 - joined FIAT-GM Powertrain joint venture (Turin), as Advanced Engineering Director 2005 - joined GM Powertrain Europe, at start-up as Diesel Engines Director and now as Advanced Engineering Director & Site Manager AE Italy from 1996 - vicepresident of ATA (Associazione Tecnica dell’Automobile) from 2008 - co-founder & member of SAE Torino (Society of Automotive Engineering, SAE International) from 2003 - Honorary Professor at Zwickau University (Germany) for Advanced Powertrain Concepts

Symposium

Organizers

11

Mauro Velardocchia Associate Professor of Applied Mechanics, Politecnico di Torino Prof. Velardocchia (1963) was graduated in Mechanical Engineering at Politecnico di Torino, Italy, in 1987. Researcher at Fiat Research Centre from 1988 to 1991 where he was involved in vehicle dynamics and chassis control systems. Since 1998 he is Associate Professor of Applied Mechanics. He teaches Vehicle Dynamics and Chassis System Design at Politecnico di Torino. Mauro Velardocchia is the founder (1998) of the Politecnico di Torino’s Vehicle Dynamics and Chassis Design team of research. In 2004 he founded the Vehicle Dynamics Laboratory (Department of Mechanics Politecnico di Torino) which grants support to around twenty-five mechanical engineers to carry on each year theirs Thesis of Laurea (MSc). The researches managed till now by Mauro Velardocchia are shown in more than one hundred peer-reviewed international papers.

Antonello Cogotti SAE Fellow Born in Italy Degrees of Mining and Aerospace Engineering, with honours Since 1972 in charge of the Pininfarina Aerodynamic & Aeroacoustic Research Center Retired on March 2007 , in the position of Senior Vice President Author of various technical papers, as member of SAE , SATA (Subsonic Aerodynamic Testing Association), ECARA (European Car Aerodynamic Research Association) Winner of the Charles Deutsch Prize in 1987 Past chairman of SAE Committees as the "Flow Visualization Techniques" and the “Road Vehicle Aerodynamic Forum” Committees Past Chairman of SATA, now Honorary Member Past Chairman of the ECARA “Unsteady Aerodynamics” W.G. Elected to SAE Fellow on April 2005.

Marzio Bianchi SAE Turin Group Secretary From Concept to Car Marzio Bianchi has a Business and Administration background. He made his career in automotive industry for more than 25 years, fulfilling progressive tasks and responsabilities and dealing with different business. Production Planning and Industrial Logistics in Pininfarina ; Plant Manager and Advanced Logistics Method Responsible in SEPI Gilardini; Product Development and International Business Development in Lear Corporation; Strategic Planning in Purchaising of Fiat Auto; Innovation and Component Development in GM-Fiat WW Purchasing are just some roles managed during his professional career. Since 2003 he has been working as Senior Consultant for Torino Chambers of Commerce in “From Concept to Car” project in order to support Piedmontese small and medium enterprises and to improve their innovation and technical activities.

Symposium

Organizers

12

Rinaldo Rinolfi Executive Vice President, Research & Technology FIAT Powertrain Technologies

Dr. Rinaldo Rinolfi joined Fiat Research Centre in 1971, after obtaining his degree in Physics from the University of Turin, and was initially involved in numerous advanced R&D projects related to Electronic Fuel Injection in gasoline engines and combustions in Direct Injection Diesel engines. In 1984 Dr. Rinolfi was nominated Vice President for Engine Research and in 1987 transferred to series production the Croma 1.9 Direct Injection Turbo Diesel, the world’ s first DI Diesel engine on a passenger car. In 1993, under his management, Fiat Research Centre an Magneti Marelli completed the development of the “Unijet” Diesel Fuel Injection System which today, under the name of Common Rail, represents the state-of-the-art technology applied in almost all Diesel engines. Soon after that, in 1997, Fiat in collaboration with Bosch, put into series production the Alfa Romeo 156 1.9 JTD, the world’s first vehicle with a Common Rail Diesel engine. In the following years Dr. Rinolfi and his staff pursued the further development of the, still young, Common Rail Technology which led to the introduction of the Multiple Injections Concept and to the development of the world’s smallest Direct injection Diesel engine for passenger cars, the Fiat 1.3 Multijet. In 2002 Dr. Rinolfi was awarded the Economist Innovation Prize in the field of Energy and Environment, as a recognition of the industrial and economical impact of his research and development work. Since 2005 is Executive Vice President of FIAT Powertrain Research & Technology. From 2005 Dr. Rinolfi completed the development of the “Multiair” Advanced Electronic Valve Control technology, whose initial research dates back to 1996. The world’s first Multiair Turbocharged gasoline engine will equip the Alfa Romeo MITO on September 2009.

Michael Bargende IVK/ FKFS-Universität Stuttgart – Managing Board Internal Combustion Engines

Education 1991 PhD at the TU Darmstadt (Prof. Hohenberg) and the TU München (Prof. Woschni) with a Dissertation about Wall Heat Transfer in Internal Combustion Engines 1982 Master (Dipl.-Ing.) in Mechanical Engineering Universität Stuttgart, 1979 Bachelor (Vordiplom) in Air- and Space Technology Universität Stuttgart Employment 1982 – 1998 Several Managing Positions in the Engine Development Departments of the Daimler-Benz AG and Mercedes-Benz AG in Stuttgart /Untertürkheim 1998-present: Full Professor of Internal Combustion Engines, Universität Stuttgart, Institute for Internal Combustion Engines and Automotive Engineering (IVK) 1998-present: Member of the Board of Management of the Research Institute for Automotive Engineering and Vehicle Engines, Stuttgart (FKFS) an Independent Non-Profit Research Foundation, founded in 1930. 2004-2006 and 2000-2002 Managing Director of the IVK, Universität Stuttgart 2004-2006 and 2000-2002 Chairman of the Board of the FKFS Academic and Professional Experience Advisor for over 20 Ph.D. Dissertations on engine-related Topics Member of various Scientific Organizations, Associations and Councils Evaluator for several German Research Associations, such as the DFG Advisory Board Member for several Companies in the Automotive Industry Author or co-author of more than 100 scientific publications as on the subjects of Combustion, Thermodynamics, Gas Exchange, NVH, Mechanics, Modeling, Simulation and Control of Internal Combustion Engines. Editor or co-author of several professional books (reference books, volumes, conference proceedings) as on the subject of Gasoline and Diesel Engines

ChairPersons

13

Jochen Wiedemann IVK/ FKFS-Universität Stuttgart – Managing Board Chairman of the Board of Management Automotive Engineering Education 1977 Diploma (Theoretical and Experimental Development of Wintunnel Nozzles), Ruhr-Universität, Bochum, Germany 1977 - 1978 Grant of the Federal Ministery of Defence: Diploma Course at the “von Karman Institute for Fluid Dynamics”, Rhode St. Genèse, Belgium (Certificate: VKI-Diploma) 1978 - 1983 Research Assistant at Ruhr-Universität Bochum at the Chair of Fluid Dynamics (Prof. K. Gersten); Ph.D. (Dr.-Ing.) in Mechanical Engineering Employment 1984 - 1998 Several Managing Positions in the Car Body / Aerodynamic Department of AUDI AG in Ingolstadt (e.g. Project Manager of the AUDI Windtunnel-Centre Project, incl. charge of commissioning, calibration and job training of personnel) 1998 - present Full Professor of Automotive Engineering (Chair), Universität Stuttgart, IVK (Institute for Internal Combustion Engines and Automotive Engineering) 1998 - present Member of the Board of Management of the FKFS (Research Institute for Automotive Engineering and Vehicle Engines, Stuttgart) an independent Non-Profit Public-Law Research Foundation, founded in 1930. 1998 - 2000 Managing Director of the IVK, Universität Stuttgart 1998 - 2000 Chairman of the Board of the FKFS 2002 - 2004 Managing Director of the IVK, Universität Stuttgart 2002 - 2004 Chairman of the Board of the FKFS 2008 - present Managing Director of the IVK, Universität Stuttgart 2008 - present Chairman of the Board of the FKFS Academic and Professional Experience Advisor of 10 Ph.D. Dissertations on vehicle-related Topics 2004 - present Professor of the Chinese-German Academic Association (CDHK) of Tongji University, Shanghai (in charge of annual block lecture “Fahrzeugdynamik“ (Vehicle Dynamics) Founder Member and Chairman of the “European Car Aerodynamic Research Association” (ECARA) Member of several Scientific Organisations and Associations DFG-Technical Consultant for Automotive Engineering Publications Wiedemann, J.: “Laser-Doppler-Anemometrie“ (Student Textbook), Springer, 1984. Kretschmer, M., Neubeck, J., Wiedemann: Combining Vehicle Dynamics Control and Decision Making Procedures Towards Safe Overtaking Maneuvres. SAE Technical Papers, Detroit (2005), Nr. 2005-01-0142. Riegel, M., Wiedemann, J.: The Effect of Turbulence on In-Cabin Wind Noise – a Comparison of Road and Wind Tunnel Results. 6th MIRA International Vehicle Aerodynamics Conference, Nuneaton, GB (2006).

ChairPersons

14

9:00 am Welcome Address F. Profumo, Rector, Politecnico di Torino A. Barberis, Honorary President of SAE Torino Group, Torino Chamber of Commerce T. Ryan, 2008 SAE President and Institute Engineer, Southwest Research Institute

Plenary Session Chairman R.Rinolfi, FIAT Powertrain Technologies

9:30 am The EU Commission Perspective G. Mattinò, EC DG Enterprise & Industry

9:50 am Are Driving Cylces Representatives of Real-World Conditions? T. Woll, Daimler

10:10 am Networking Break

10:40 am Infomobility Programs: Can Information Technology Help in Reducing CO2 Emissions in Real-World Traffic? M. Mauro, Centro Ricerche FIAT

11:00 am Strategies for the Worldwide Race to CO2 Reduction A. Greaney, Ricardo

11:20 am Discussion: Facing the Challenge of Future CO2 Targets Led by R. Rinolfi, Plenary Session Chairman

12:00 am Lunch

Thursday, June 18, 2009 – morning Technical

Program

15

Advanced Powertrain Session Chairman: M. Bargende, IVK / FKFS-Universität Stuttgart

Aerodynamics and its Contribution to CO2 Reduction Session Chairman: A. Cogotti, SAE Fellow

2:00 pm Powertrain Technologies for CO2 Reduction L. Bernard, FIAT Powertrain Technologies

The Contribution of Cooling Air Flow to Fuel Consumption of Passenger Cars T. Kuthada, IVK / FKFS-Universität Stuttgart

2:00 pm

2:20 pm Diesel Engines Right-sizing for Optimal NOx and CO2 Emissions G. Boretto, GM Powertrain Europe

Ferrari Aerodynamic Approach to Environmental Issues: How Ferrari is Facing the Challenges Arising from Environmental Issues for its Future Road Cars

F. Cannizzo, Ferrari – Italy

2:20 pm

2:40 pm An Approach to Compare Advanced Powertrains and to Rate Customer’s Benefit for Small Vehicles M. Horn, FKFS

Relationship Between Real World Fuel Consumption and Aerodynamic Improvements

A. Broniewicz, Volvo Car Corporation

2:40 pm

3:00 pm Potentials of Downsizing and Friction Reduction for Future CO2 Scenarios H. Busch, FEV

Aerodynamics Development Strategies for Reduction of Vehicle CO2 Emissions M. Islam, Audi AG

3:00 pm

3:20 pm Multi-Air and High Efficiency Engines D. Micelli, Fiat Powertrain Technologies

A Numerical Method for the Aerodynamic Optimization of Road Vehicles and its Application in the Development of New Vehicles

R.Tregnago, M.Casella, F.Cogotti, E.Ribaldone (Centro Ricerche FIAT) G.Scantamburlo (FIAT Group Automobiles)

3:20 pm

3:40 pm Discussion on Advanced Powertrain Technologies Addressing Future CO2 Target Led by M. Bargende, Session Chairman

Discussion on Aerodynamics Technologies Addressing Future CO2 Targets Led by A. Cogotti, Session Chairman

3:40 pm

4:10 pm Networking Break 4:10 pm

4:30 pm

6:30 pm

Lab Tour: GM Powertrain and Politecnico Labs Please, no cameras or open-toed shoes

4:30 pm

6:30 pm

Technical

Program

Thursday, June 18, 2009 – afternoon

16

Hybrid & Powertrain Electrification Session Chairman: G. Cipolla, GM Powertrain Europe

Car & Transmissons Concepts Session Chairman: J. Wiedemann, IVK / FKFS-Universität Stuttgart

9:00 am Pathways for Reducing Vehicle CO2 Emission Based on Hybrid and Plug-in Hybrid Propulsion Concepts Z. Filipi, University of Michigan

Vehicle Technologies for CO2 Reduction L. Orofino, Fiat Auto

9:00 am

9:20 am Nissan’s Comprehensive CO2 Reduction Approach with Several Propulsion Systems S. Yonetamari, Nissan Technical Center Europe

Weight Optimization in Car Body Engineering S. Rolando, Italdesign-Giugiaro

9:20 am

9:40 am General Motors Advanced Propulsion Strategy M. Cisternino, GM Powertrain Europe

The Phylla Project N. DiGiusto, Centro Ricerche Fiat

9:40 am

10:00 am CO2 Emission Reduction: The Hybrid Challenge M. Forissier, Valeo

Pininfarina Bluecar: Concept and Design G. Cartia,Pininfarina

10:00 am

10:20 am Networking Break 10.20 am

10:40 am Electrification of Powertrain a Solution for CO2 Reduction: HEV, PHEV, EV, Energy Storage and Transformation P. Leteinturier, Infineon

Driven by performance, racing into a sustainable future C. R. Shevket, SKF

10:40 am

11:00 am Status and Trends of Li-Ion Battery Technology for Automotive Applications

S. Suckow, SAFT / Johnson Controls

Analysis and Measurements of the Efficiency of a Wet DCT for High Performance Vehicles

C. Torrelli, C. Cavallino, F. Viotto, Oerlikon-Graziano

11:00 am

11:20 am Flywheel-Based Hybrid Systems J. Hilton, Flybrid Systems LLP – UK

Innovative Powershift AMT Concept M. Serrarens, Drive Train Innovation, F. Amisano, Magneti Marelli

11:20 am

11:40 am Discussion on Powertrain Technologies Addressing Future CO2 Targets Led by G. Cipolla, Session Chairman

Transmission and Drive Line Simulator for the CO2 Challenge D. Gagne, LMS

11:40 am

Discussion on Vehicle Technologies Addressing Future CO2 Targets Led by J. Wiedemann, Session Chairman

12:00 am

12:20 am Lunch 12:20 am

Technical

Program

Friday, June 19, 2009 – morning

17

Bio- and Alternative Fuels Session Chairman: F. Millo, Politecnico di Torino

Tires Session Chairman: M. Velardocchia, Politecnico di Torino

2:00 pm Concepts, Potentials and Challenges for SI-Engines with Hydrogen and Hydrogen-Enriched Gases H. Eichelseder, D. Leitner, C. Skalla, TU Graz

EC Regulatory Trends in Tires Development M. Spinetto, Pirelli

2:00 pm

2:20 pm CNG Future Perspectives A. Gerini, Fiat Powertrain Technologies

Tire and Environmental Evolutionary Scenario D. Labò, Michelin

2:20 pm

2:40 pm Simulative Optimization of a 3-Cylinder CNG Engine Within a Parallel Hybrid Powertrain D. Boland, M. Bargende, IVK University of Stuttgart, H.J. Berner, FKFS

Tire Modeling for Wear Minimization F. Cheli, Politecnico di Milano

2:40 pm

3:00 pm Networking Break 3:00 pm

3:20 pm Oil-Free Zone in the Province of Trento (Italy): the Case of Primiero and Vanoy Community A. Fuganti, Centro Ricerche FIAT

Bioplastic Opportunities In Automotive

C. Bastioli, Novamont 3:20 pm

3:40 pm Well-to-Wheels CO2 Reduction with Biofuels

B.M. Vaglieco, Istituto Motori C.N.R., Naples — Italy

Tire Development Speaker TBD, Pirelli

3:40 pm

4:00 pm SI Engines Fueling with E85: Challenges and Opportunities with 2nd Generation Bio-Ethanol A. Vassallo, GM Powertrain Europe

Michelin Tire Development P.Albano, Michelin

4:00 pm

4:20 pm Discussion on Bio- and Alternative Fuels Addressing Future CO2 Targets

Led by F. Millo, Session Chairman

Tire Pressure Monitoring System (TPMS) M. Webert, TRW

4:20 pm

Discussion on Tires Technologies Addressing Future CO2 Targets Led by M. Velardocchia, Session Chairman

4:40 pm

5:00 pm Adjourn 5:00 pm

Technical

Program

Friday, June 19, 2009 – afternoon

18

Francesco Profumo Rector Politecnico di Torino

Welcome Address Thrusday, June 18, h. 9:00 am

AULA MAGNA

Biography Francesco Profumo was born in Savona, Italy, in 1953. He graduated in Electrical Engineering from the

Politecnico di Torino, Italy, in 1977. Since 1978 to 1984, he worked as Senior Engineer for the R&D Ansaldo

Group in Genova (Italy). In 1984 he joined the Department of Electrical Engineering of the Politecnico di

Torino, where he was Associate Professor till 1995. Since September 2003, he was the Dean of the

Engineering Faculty at the Politecnico di Torino and since October 2005 he is the Rector of the Politecnico

di Torino.

His fields of interest are power electronics conversion, high power devices, applications of new power

devices, integrated electronic/electromechanical design, high response speed servo drives, new electrical

machines structures, power conditioning systems for fuel cells applications. He published more than 230

papers in International Conferences and Technical Journals.

He was awarded by the Signum Aureum Facultatis Mechanicae Universitatis Miskolciensis, July 1, 2000,

University of Miskolc (Hungary), by the Honorary Professorship, University of Cordoba (Argentina), August

11, 2004, by the Honorary Doctor Degree, Technical University of Riga (Latvia), October 12, 2006, by the

Honorary Doctor Degree, Politechnica of Bucarest (Romania), June 15, 2007 and by the Honorary Doctor

Degree, University of Miskolc (Hungary), June 26, 2007 and by the Honorary Professorship, Jiao Tong

University, Xi An (Cina), September 11, 2007.

He is member of the selection Committee of the Italgas Awards.

He has been the Coordinator or partner of several Projects in the frame of the European Commission

activities (Tempus, Comett, Joule, Human Capital and Mobility, Alfa, European Union S&T Grant

Programme in Japan, Leonardo da Vinci) and he is the Coordinator of the “Hydrogen Group” of the

Politecnico di Torino.

He is Member of the Academy of Science in Italy (since 2007) and is a Registered Professional Engineer in

Italy.

Welcome address Abstracts &

Biographies

19

Alessandro Barberis Honorary Pres. of SAE Torino Turin Chamber of Commerce


AULA MAGNA

Biography Mr. Barberis was born at Turin on August 28th, 1937. After receiving a degree in Mining Engineering, he

started his career in the central bodies of Fiat in ‘64. Already in ’65, he passed to the Foundries and Forges

Division where he held different positions.

In ’74 he became Manager of the Teksid plant at Mirafiori, Turin, but moved in ’75 as Managing Director to

the company FMB in Brazil, where he helped to position Fiat in the Brazilian economy.

Further career steps have been:

1978-1982 Manager of Teksid Foundries Division;

1982-1993 Managing Director of Magneti Marelli, committed to the company’s reorganization,

realizing take-over and mergers with more than 20 companies, turning the company into one of the

most important Italian groups;

1993-1996 Central Manager in Fiat Auto for co-ordination of the industrial Area.

After an experience as Deputy General Manager of the banking institute San Paolo di Torino, he joined in

’97 the scooter manufacturer Piaggio & C. S.p.A. as Chairman, leading the company into an important

shareholding change.

Additional charges:

1998: Chairman of Pisa Industrial Manifacturers Association;

1999-2003: Chairman of Confindustria Toscana (General Confederation of Italian Industry);

1999-2001: Chairman of the National Association of Motorcycles and Accessories Manufacturers;

1999-2004: Board member and Member of steering committee of Confindustria (General

Confederation of Italian Industry).

In June ‘02, Mr. Barberis has been appointed as General Manger of Fiat S.p.A.- the holding company of the

Fiat Group. The same year, he became member of the Board of Directors, and was appointed as Managing

Director. From February to May ‘03 he held office as Deputy Chairman.

He is currently Board member in several Italian companies.

Mr. Barberis has been appointed President of the Turin Chamber of Commerce, Industry, Handicraft and

Agriculture in July ’04.

Abstracts &

Biographies

Welcome address

20

Thomas W. Ryan Past SAE President Institute Engineer Southwest Research Institute


AULA MAGNA

Biography B.S. in Marine Engineering, United States Merchant Marine Academy

M.S. in Mechanical Engineering, Pennsylvania State University, 1973

Ph.D. in Mechanical Engineering, Pennsylvania State University, 1977

Dr. Ryan is a mechanical engineer who began his career at Southwest Research Institute (SwRI) in 1979 after spending

two years as an assistant professor in the Mechanical Engineering Department of the Pennsylvania State University.

Over the past 30 years Dr. Ryan has specialized in the areas of engine, fuels and combustion technology. He has

performed both basic and applied combustion research in experiments involving very basic combustion processes and

sophisticated diagnostics to actual internal combustion engine systems. Much of his work has involved the application

of the appropriate diagnostic techniques in experiments involving both real and simulated combustion environments.

Over the course of his career at Southwest Research Institute, Dr. Ryan has managed projects for almost all of the

engine OEM’s, fuels and lubricants companies, and agencies of the US government. As Institute Engineer, Dr. Ryan

has assumed an Institute wide responsibility in the areas of engines, fuels and combustion research. He is currently

managing one Industry consortium in this area and he is responsible for management of a consulting service operated

by SwRI for engine and component manufacturers from around the world.

His involvement in SAE began as a student member during his graduate studies at Penn State University, presenting

his first paper at the 1974 Congress. He has over 100 publications in the areas of engine, fuels and combustion

research. He has been very active at both the local and national levels of SAE. He was involved in revitalizing the

South Texas Section, serving as the local chairman of the Fall Fuels and Lubricants meetings in 1996 and 2001, and as

chairman of the Section from 2001-2002. He has also been involved in the Fuels and Lubricant Activity, serving as Vice

Chair for Combustion, and as Chair of the Activity from 1998-2000. He has served on the Land and Sea Group and is

the recent past Chair. Dr. Ryan, 2008 SAE President, is currently on the SAE Board of Directors. He has served on the

Membership Benefits Committee, the Strategic Planning Committee of the EMB, the Horning Award Committee, the

Fellows Committee, and the Springer Award Committee.

Dr. Ryan has served on the Board and as president of his homeowners association, and on the school board of his

church. He also has several interests, including woodworking, golf, racket ball, water skiing, and motorcycling.

PROFESSIONAL CHRONOLOGY: Congressional appointment to the United States Merchant Marine Academy, 1966 70;

field engineer, Factory Mutual Engineering Association, field engineer, 1970 72; Pennsylvania State University, 1972

79 (air pollution trainee, 1972 73; graduate assistant and instructor, 1973 77; assistant professor of mechanical

engineering, 1977 79); Southwest Research Institute, 1979 (senior research engineer, Fuels and Lubricants

Technology, 1979 84; manager, Combustion Technology Section, Energy Conversion and Combustion Technology

Department, Fuels and Lubricants Research Division, 1984 90; Manager, Combustion Technology Section, Division of

Engine, Fuel, and Vehicle Research, 1990-1995; Institute Engineer, Engine Research Department, 1995-).

Abstracts &

Biographies

Welcome address

21

Giacomo Mattinò European Commission

The EU Commission Perspective Thrusday, June 18, h. 9:30 am

Plenary Session - AULA MAGNA

Biography Giacomo Mattinò is a permanent official of the European Commission since December 1993. He has held several

positions within the Directorate General for Enterprise and Industry, where he is currently responsible, in particular,

for the international activities of the automotive industry unit. In this field, he co-ordinates bi-lateral trade and

regulatory contacts with the EU major trading partners (US, Japan, China, Korea, Russia) as well as in multilateral for a

(WTO-UNECE, etc.)

From February 2002 to December 2006 he was Deputy Head of Unit for Human resources within the same Directorate

General. During that time, he was directly responsible for the implementation of the Commission administrative

Reform and co-ordinated the reorganisation of the Directorate General including the acquisition of its new

responsibilities in the sectors of competitiveness and space/security, increasing the staff numbers from 800 to the

current level of more than 1000.

From 1998 to 2002, within the Unit for the regulatory co-ordination of “New Approach” legislation and negotiation of

Mutual Recognition Agreements on conformity assessment with third countries, he represented DG Enterprise in all

trade agreements, including with US, Japan, Canada, Switzerland, Australia and New Zealand. In addition, he was

responsible for the “New approach” sectors in the co-ordination of technical assistance and industrial cooperation

with Central and Eastern Europe (PECO).

From 1993 to 1998 he was a staff member of the Unit responsible for the “Machinery” and “Personal protective

equipment” directives of the same Directorate General.

From 1989 to 1993, he worked as associated expert at the European Commission Delegation for the Pacific in Suva -

Fiji and in Brussels at the Directorate General for External Relations dealing with trade co-operation and industrial

development policies with countries of the Asia-Pacific region.

His professional career started in Italy with the organisation department of Aeroporti di Roma, the company

responsible for the ground operations at Rome airport, where he worked from 1987 to 1989.

Giacomo Mattinò is a graduated in Political Sciences - International Economics at LUISS in Rome and has followed

post-graduate courses in business and international management at IFAP – Rome, at the South Pacific University and

at the Ashridge Management School. He is the author of numerous publications, in particular on trade and mutual

recognition issues.

Giacomo works fluently in English and French and has a satisfactory knowledge of Spanish and Portuguese.

He is a Lieutenant – Cavalry troops of the Reserve in the Italian Army with “tank platoon leader ” as well as

paratrooper qualifications.

He is married and has two children.

Abstract

Abstracts &

Biographies

Plenary Session

22

Dr.-Ing. Teddy Woll Senior Manager Daimler AG

Are Driving Cycles Representative of Real-World Conditions? Thrusday, June 18, h. 9:50 am

Plenary Session - AULA MAGNA

Biography 14th April 1962 born in Munich.

1987 Master of Business and Engineering (MBE) at Technical University Darmstadt.

1994 PhD in Mechatronics at TU Darmstadt, fields of research: measurement of intraocular pressure

through the eyelid, later solar- and lightweigt electric vehicles.

1994 MCC GmbH, Smart vehicle conception, weigth management, aerodynamic optimizsation, alternative

powertrains (hybrid, electric drive)

1996 Manager for advanced vehicle projects, Daimler-Benz Advanced Product Engineering Group,

Sindelfingen.

Since 1999 Senior Manager Aeroakustics, Aerodynamics, Wind- and Climatic Tunnels, Mercedes-Benz

Technology Center, Sindelfingen.

Abstract BlueEfficiency technologies from Mercedes Benz reduce emissions in all vehicle classes. Beginning with an

overview on these technologies this article focuses on drag reduction of the new Mercedes Benz E-Class

and E-Class-Coupé. The Blue Efficiency models and the new benchmarks in drag coefficient (Cd) are

explained in detail. The effect of the drag reduction on fuel consumption and CO2-Emissions is shown in

different driving cycles and customer use cases.

Notes

Plenary Session Abstracts &

Biographies

23

Marco Mauro Program Manager Centro Ricerche Fiat S.C.p.A.

The Contribution of Infomobility towards a Sustainable Mobility Thrusday, June 18, h. 10:40 am Plenary Session - AULA MAGNA

Biography Marco Mauro is a program manager of Centro Ricerche Fiat in the field of sustainable mobility. Currently he

is in charge of the planning of new research initiatives and strategic partnership on infomobility and

intelligent transport systems.

Marco has been working for Fiat Group since 1991. His expertise has grown by working in engine

applications, with particular focus on natural gas fuelled vehicles, hybrid vehicles and telematics applied to

transport systems. He is author of patents on engine control systems and diagnosis algorithms.

Marco is graduated in Electronic Engineering and in Modern Literature.

Abstract It is widely accepted that Infomobility could support the achievement of a sustainable mobility in terms of

safety, environmental impact, social inclusion and economic efficiency. Are infomobility programs really

promising for fuel consumption reduction?

In order to maximise the contribution of information and communication technologies to CO2 emissions

reduction a strong collaboration between all the stakeholders of mobility has to be established. Public

Authorities, automotive industry, road operators and citizens: are they sharing a common perspective on

sustainable mobility?

The Fiat Group project on infomobility, Easy Rider, is an example of collaboration between Public

Administrations and private enterprises sharing a vision on how the future transport system should evolve.

Notes


Biographies

24

Adrian Greaney Chief Engineer Ricardo

Strategies for the Worldwide Race to CO2 Reduction Thrusday, June 18, h. 11:00 am Plenary Session - AULA MAGNA

Biography Adrian Greaney is a Chief Engineer in the Diesel Global Product Group at Ricardo. With experience in both

the US and Europe, he is responsible for the development and execution of multi-disciplinary diesel

powertrain projects, and the development of total vehicle strategies for CO2 reduction. His background is

in diesel systems including fuel system development, light duty diesel engine technologies and emissions

systems development. Adrian received a Bachelor of Science degree with first class honours from the

University of Durham in England and is a Chartered Engineer of the Institution of Mechanical Engineers

(CEng MIMechE)

Abstract The goal of Sustainable Mobility, supported by legislative and consumer drivers, places CO2 reduction at

the centre of the automotive competitive environment for the next decade. To be successful in this race,

manufacturers require cost effective evolutionary strategies to achieve CO2 reduction across their product

ranges, not just in niche low CO2 products. This presentation outlines strategies under development at

Ricardo for cost effective CO2 reduction both on legislative cycles and under real world conditions.

Particular attention is given to synergies between different technologies at a vehicle and powertrain level,

to optimise CO2 with emissions and performance attributes.

Notes


Biographies

25

Notes Abstracts &

Biographies

26

Lucio Bernard Deputy of the Research & Technology Function Fiat Powertrain Technologies

Powertrain Technologies for CO2 Reduction Thrusday, June 18, h. 2:00 pm

Advanced Powertrains Session – AULA MAGNA

Biography He took his degree in Physics at the University of Turin (Italy) in 1977.

Since 1978 he has been working at the Fiat Research Centre, where he started his research activity in the

field of Materials’ Engineering.

In 1991 he became responsible of engine calculations in the Engine Department, co-ordinating the

development of new methodologies in the areas of CAD-CAE integration.

In 1998 he was appointed Director of the Engine Engineering Area, where he was in charge of various

projects for the development and application of new engine technologies.

In 2001 he was appointed Director of Engine Development and he took in particular the responsibility of

the development of the Multiair technology for Electronic Valve Control.

He is now Deputy of the Research & Technology Function inside Fiat Powertrain Technology and follows in

particular the research in the field of Diesel engine advanced technologies.

Abstract Considering the target of the CO2 reduction, the main technological challenge for the Spark Ignition

engines is to achieve it improving at the same time driveability and fun-to-drive, with an add-on cost equal

or lower to what necessary for emissions control in Diesel. The Diesel engines have to be compliant with

more severe standards which impact strongly on fuel consumption and on cost competitiveness as well;

this scenario demands for technologies which can reach emissions target without penalising the fuel

economy. The transmissions have to play a role in order not only to improve the intrinsic efficiency, but to

enhance driveability which can be useful for further fuel benefits.

Notes

Advanced Powertrain Session Abstracts &

Biographies

27

Timo Kuthada Head of Dept. Interdisciplinary Projects and High Performance Computing

IVK/ FKFS-Universität Stuttgart

The Contribution of Cooling Air Flow to Fuel Consumption of Passengers Cars Thrusday, June 18, h. 2:00 pm Aerodynamics and its Contribution to CO2 Reduction Session–SALA CONSIGLIO

Biography Responsibilities: Management of Interdisciplinary projects in the field of automotive engineering

Research Interests: Aerodynamics and CFD

1993-1999: Studying Mechnical Engineering at Universität Stuttgart

1999-2004: Research Assistant at Institute for Internal Combustion Engines and Vehicle Engineering (IVK),

Universität Stuttgart.

PhD-Work: The Optimization of Passenger Cars Cooling Air Flow System under the Influence of Modern

Ground Simulation Techniques

Abstract The need to cool some of the internal vehicle components, e.g. parts of the drive train, by extracting air

from the surrounding flow and guiding it through usually underhood mounted heat exchangers, results in a

change of the aerodynamic properties of the vehicle. The resulting penalty in drag is usually referred to as

cooling air drag.

After discussing the contribution of the cooling air drag to fuel consumption and CO2 emissions, this

presentation will showcase the status of today’s passenger cars standard cooling system as well as some

alternative concepts. Additionally, it will show some of the main parameters of cooling air drag and how

this can be influenced.

Notes

Aerodynamics Session Abstracts &

Biographies

28

Gianmarco Boretto Chief Engineer and Program Manager GM Powertrain Europe

Diesel Engines Right-sizing for Optimal NOx and CO2 Emissions Thrusday, June 18, h. 2:20 pm


Biography Ing. Gianmarco Boretto received his university degree “cum laude” in Materials Engineering at Politecnico

di Torino (Italy) in 1997. He began his professional career at Centro Ricerche Fiat in 1998, where he was

involved in the development of advanced exhaust emission aftertreatment technologies for automotive

applications, and he was coordinator of several national- and European-funded research projects.

In 2003, he joined the Advanced Engineering organization of Fiat-GM Powertrain, and he was appointed

technology leader for diesel aftertreatment and combustion.

Since 2005, he works in GM Powertrain Europe. Ing. Boretto assumed his current position as Chief Engineer

and Program Manager for Mid-size Diesel Engine in 2008.

He is author and co-authors of more than 20 publications and patents.

Abstract Since the late 1990’s, downsizing and downspeeding concepts have been extensively proposed in order to

reduce fuel consumption and CO2 emissions of diesel engines for passenger cars. Nevertheless, increasing

customer expectations for vehicle performance and driveability, combined with progressively tighter

requirements for particulate and NOx emissions, have significantly limited the range of applicability of

those approaches. Recent improvements in key diesel engine components, including fuel injection system,

turbocharger, exhaust gas recirculation, closed-loop combustion control and NOx / Particulate

aftertreatment have opened a wide variety of effective opportunities to reduce engine displacement in

vehicle applications. A possible approach for diesel engine “right-sizing” is discussed, in order to find the

optimal balance among vehicle performance, emission requirements and fuel economy advantages.

Notes


Biographies

29

Ferdinando Cannizzo Vehicle Innovation Manager - Ferrari Gestione Sportiva

Ferrari Aerodynamic Approach to Environmental Issues: How Ferrari is facing the Challenges Arising from Environmental Issues for its Future Road Cars Thrusday, June 18, h. 2:20 pm Aerodynamics and its Contribution to CO2 Reduction Session–SALA CONSIGLIO

Biography Ferdinando Cannizzo, born in Penne (Pescara, Central Italy) in Jul, 13th 1968 has a Doctorate Degree in

Aeronautical Engineering from the University of Pisa (Italy). Since 1996 he has been working for Ferrari

(Maranello, Italy). The first 10 years, as Senior Aerodynamicist in the Formula 1 Aerodynamic Department

of the Gestione Sportiva where he gained experience in management of wind tunnel facilities and testing,

CFD, track testing, telemetry data analysis, and F1/racing car concepts design. In 2005, he moved to

Gestione Gran Turismo as Head of Thermal- and Fluid-Dynamics, improving his experience with the design

of engine, transmission and cabin cooling systems. Since Jul, 2007 he is covering the role of Vehicle

Innovation Manager. In 2004, he received from the President of the Italian Republic the Honour of

‘Cavaliere della Repubblica Italiana’.

Abstract The traditional key driver for the concept design and development of all Ferrari car was and still is the performance

improvement. Nowadays, the social-economic status associated to the environmental issue related to the impact of

the greenhouse gas on global warming and climate changes and the resulting regulations to reduce all over the world

fuel consumption and emissions (introduction and/or increase of high taxes on CO2 emissions), is pushing Ferrari and

all the high performance car manufactures to revise this assumption and a new challenging driver needs to be taken

into consideration: energy efficiency.

Maintaining the evolutionary trend of the performance while creating a substantial reduction on CO2 emission

(gap/discontinuity) is the new hard challenge which Ferrari is currently facing.

Improve aerodynamic efficiency, by greatly reducing drag while maintaining and whenever possible increase

downforce, is part of the Ferrari approach to environmental issues and answers perfectly to the task of improving

performance and fuel economy at the same time.

The aerodynamic drag is fundamental to reduce the fuel consumption particularly in high speed cruising conditions

while aerodynamic downforce plays a key role on handling and on-track performance. In order to match both

requirements, Ferrari is making a big effort in developing new technologies which allow an active control of both

external and internal flows.

Three different concepts which Ferrari is currently developing and testing will be presented: an underbody flow

suction system which exploit the use of a porous material, a wake (base) drag reduction system which exploit the use

of synthetic jets actuators and a smart control (software) of the speed of the radiator fan.

The first system allows to control downforce and drag, by adding a porous material in the rear diffuser and by

modulating the suction area and the suction power. The downforce can be increased up to +7% / +15% and the drag

reduced down to 2%, the amount of gain (or variation) clearly depending on bodywork geometry.

The second system exploits the use of synthetic jet actuators (SJA, piezoelectric diaphragm placed in a small cavity).

Controlling the interaction between synthetic jets and wake vortices, by modulating the actuation frequency of the

SJA, a drag reduction (increase of base pressure) can be achieved.

The last idea is about developing a simple algorithm which, without the adding of any device, manages the engine

cooling requirement and the speed of the radiator fan in order to reduce the cooling mass flow rate and then the

aerodynamic drag of the car.


Biographies

30

Matthias Horn Executive Assistant to the Board IVK Universität Stuttgart

An Approach to Compare Advanced Powertrains and to Rate Customer’s Benefit for Small Vehicles

Thrusday, June 18, h. 2:40 pm Advanced Powertrains Session – AULA MAGNA

Biography Matthias Horn was born in 1979. He studied Automotive and Engine Technology at the University of

Stuttgart. In 2004 he did an internship at Magna Powertrain, Lannach, Austria. He graduated with the

diploma thesis (Dipl.-Ing.) 2005 and started working as a scientist at the University of Stuttgart, Institute for

Internal Combustion Engines and Automotive Engineering (IVK). In 2008 he additionally became Executive

Assistant to the Board at the Research Institute of Automotive Engineering and Vehicle Engines Stuttgart

(FKFS). His past research activities are technology rating in gear wheel production and design of liquid

gaskets. Currently he works on vehicle energy demand determination and design of powertrain concepts.

Abstract The given speech deals with an exemplary rating of three powertrain concepts (one combustion-engined

and two electric-operated). For this purpose vehicle energy demand and effects of diverse driving

resistance reductions are compared. In addition customer benefit is analyzed. One in Germany commonly

used customer relevant driving cycle is introduced and used for rating. A further central point is the study

of mass reduction in the powertrain. Finally focus lies on driving resistance of the wheel unit. A short

analysis of well-to-wheel energy demand completes the rating.

Notes

Abstracts &

Biographies

Advanced Powertrain Session

31

Alexander Broniewicz General Manager Aerodynamics

Volvo Car Corporation

Relationship between Real World Fuel Consumption and Aerodynamic Improvements Thrusday, June 18, h. 2:40 pm Aerodynamics and its Contribution to CO2 Reduction Session–SALA CONSIGLIO

Biography Education: 1979 M.Sc. Mechanical Engineering Chalmer University of Technology, Gothenburg Sweden

1982-1993: Aerodynamicist Volvo Cars, Gothenburg Sweden

1993- Current position: General Manager Aerodynamics, Volvo Cars, Gothenburg Sweden

V.Chairman of SATA (Subsonic Aerodynamic Testing Association)

V.Chairman of ECARA (European Car Aerodynamic Research Association)

Abstract Aerodynamics, NEDC (New European Driving Cycle) and RWFE (Real World Fuel Economy).

The importance of aerodynamics on NEDC cycle and the relation to RWFE will be discussed. Fuel

consumption for modern passenger cars is highly dependent on the vehicles aerodynamic property. This is

especially valid when considered from the RWFE point of view. In that perspective the interaction between

aerodynamics, transmission and weight must be considered. If unchanged performance is assumed, then

the importance becomes even more substantial.

Aerodynamic optimization

The importance of correct ground simulation will be discussed. Examples will be given on the interaction

between i.e. wheel rotation and optimization of vehicle upper body.

Also, the importance of parameters such us ground clearance, wheel design and tyre pattern as well as

active systems and their influence on Coast Down testing and RWFE will be presented.

Finally cost effectiveness of the aerodynamic optimization in comparison to other existing possibilities to

reduce the fuel consumption and CO2 levels will be discussed.

Implementation of aerodynamic improvements in current vehicle production line

Examples of the aerodynamic improvements introduced recently on Volvos “DRIVe” vehicle range

production cars will be given and discussed in detail.

Notes

Abstracts &

Biographies

Aerodynamics Session

32

Dipl.-Ing. Hartwig Busch Project Manager FEV Motorentechnik GmbH

Potentials of Downsizing and Friction Reduction for Future CO2 Scenarios

Thrusday, June 18, h. 3:00 pm Advanced Powertrains Session – AULA MAGNA

Biography 10/1994 - 12/2000: Study of mechanical engineering at RWTH Aachen, focus on internal combustion

engines

02/2001 - 09/2008: Research assistant at VKA (Institute of Combustion engines) at RWTH Aachen in the

field of Diesel Combustion Systems

10/2008 - present: Project manager for diesel combustion systems at FEV

Abstract The development of the fleet fuel consumption shows a remarkable decrease over the past years.

Nonetheless, there is still a way to go in order to reach the ambitious CO2 goals set by the European Union.

Besides the electrification and hybridization of the power train, there is a significant potential for fuel

consumption reduction:

New combustion systems and improvements in charging and EGR cooling allow for downsizing of

Diesel engines. CO2 reduction can be achieved and NOx emissions fulfill the Euro 5+ limits at the

same time.

On the Gasoline side, downsizing in combination with direct injection gives potential for fuel

consumption reduction. Alternative fuels can also offer opportunities.

Friction reduction and thermal management are effective measures for fuel consumption reduction

for both Diesel and Gasoline engines.

Many of the discussed technologies for highly efficient internal combustion engines are not totally new, but

only today the high pressure from the market side allows the realization. They will lead to a significant

contribution to CO2 reduction from the combustion engine side.

Notes


Biographies

33

Moni Islam Audi AG

Aerodynamics Development Strategies for Reduction of Vehicle CO2 Emissions Thrusday, June 18, h. 3:00 pm Aerodynamics and its Contribution to CO2 Reduction Session–SALA CONSIGLIO

Biography 1994: Bachelor of Engineering (Honours), Dept. of Mechanical Engineering, McGill University,

Montreal, Canada 1996: Master of Applied Science, Institute for Aerospace Studies, University of Toronto, Canada 2002: PhD in CFD, Dept. of Mechanical Engineering, ThermoFluids Group, Imperial College, London 1996-2000: CFD engineer, Methods-Development Department, Audi AG, Ingolstadt, Germany 2001-2008: CFD engineer / vehicle aerodynamicist, Wind-Tunnel Centre, Audi AG, Ingolstadt,

Germany 2006: Vehicle Aerodynamicist, Lamborghini SpA, Sant' Agata Bolognese, Italy since June 2008: Head of Vehicle Aerodynamics and Aeroacoustics, Wind-Tunnel Centre, Audi AG,

Ingolstadt, Germany

Abstract In both standardised and real-life driving cycles, the aerodynamics of a road vehicle play a role in

determining the level of its CO2 emissions. Here, we present an overview of some of the strategies

employed at Audi in the development process for optimising vehicle aerodynamics with the goal of

reducing CO2 emissions. First, the extent to which aerodynamics influences fuel consumption and

emissions is examined in order to provide a context for the activities undertaken. Then, an analysis of the

major contributions to aerodynamic drag of production road vehicles is discussed. We follow this with a

discussion of some of the technologies employed for the development process, ranging from wind-tunnel

testing to numerical simulations. Finally, topics of current development for realisable drag reduction as

well as a perspective for future trends are presented.

Notes


Biographies

34

Damiano Micelli Director of Mechanical Engineering Fiat Powertrain Technologies

MULTIAIR and High Efficiency Engines Thrusday, June 18, h. 3:20 pm


Biography Damiano Micelli, 46 years old, graduated in Mechanical Engineering at Politecnico di Torino, started his

professional career at Centro Ricerche Fiat in 1989 as expert researcher in structural Finite Element

simulations applied to engine components.

In 1995 became Manager of Structural and NVH department, in 2002 took the responsibility of a new

department “Gas Engines Components and Technologies” and in 2003 became responsible of the Engine

Design department in the Engine division of CRF.

From 2005 was appointed Director of Mechanical Engineering in the Research and Technology division of

FPT and recently, from January 2009, was appointed also Director of Gasoline Engine Research and

Advanced Engineering; in these positions directly reports to the Vice-President of the FPT Function, Dott.

Rinolfi.

Abstract The main technological challenge for the SI engines is to reduce drastically fuel consumption and CO2

emissions and to improve driveability and fun to drive, with a lowest add-on cost in order to maintain the

strategic advantage over the Diesel: to do this downsizing and turbo charging in combination with variable

valve control (i.e. MULTIAIR) and gasoline direct injection represent the key technologies for SI engines. In

the same time for the Diesel engines must be investigated the technologies that can allow the achievement

of more severe future emissions target but without penalising the fuel economy and the cost

competitiveness.

Notes


Biographies

35

Roberto Tregnago Aerodynamics and Aeroacoustics Unit Manager

Centro Ricerche Fiat S.C.p.A.

A Numerical Method for the Aerodynamic Optimization of Road Vehicles and its Application in the Development of New Vehicles Thrusday, June 18, h. 3:20 pm Aerodynamics and its Contribution to CO2 Reduction Session–SALA CONSIGLIO

Biography Mr. Tregnago achieved the master degree in Physics at “Università di Torino” during 1997.

He has been working in CRF since 1998, within NHV Department. He collaborated to many work group focused on development

and problem solving of different type of earth vehicles in the field of acoustics, aeroacoustics and aerodynamics, performing both

numerical simulation and experimental activities.

From 2003 he has been in charge of managing the Aerodynamic and Aeroacoustic Unit within NVH & Aerodynamic Department of

Vehicle Division.

He participated to European Projects of 5th and 6th framework programs, with the commitment of technical responsible of CRF

role and involvement in aerodynamic and aeroacoustic oriented projects.

From the beginning of 2007 he has taken the responsibility of aerodynamic development within a Group Innovation Initiative,

managing resources, time planning and budget to perceive aerodynamic drag reduction objectives for FGA and IVECO.

He was designated as inventor in patents claiming methods and devices for aerodynamic drag reduction.

Abstract During last years the public, national and international organization awareness about environmental impact and greenhouse effect

of vehicle transportation has become even more and more important, in this context EU Commission has released and recently

refined regulations concerning admissible CO2 emission value. Moreover the Commission is going to release new regulations

concerning reduction of CO2 emissions not only for passenger cars, vans and minibus, but also for light commercial vehicles.

In this scenario, the fuel economy that is strictly linked with CO2 emissions is becoming a relevant market driver in the automotive

industry. For a generic small car, considering a NEDC cycle, main contributors to fuel consumption are mass of the vehicle, rolling

resistance, transmission, auxiliaries and aerodynamic resistance. In particular the aerodynamic drag is responsible of about 25%

(NEDC cycle) of the mechanical energy use. This value grows up to about 35% considering EUDC cycle, where aerodynamic drag is

the main contributor to fuel consumption.

This presentation gives an overview of one of the approaches recently developed at CRF, focused on the aerodynamic performance

improvement of passenger and commercial vehicles. This method is based on the use of numerical optimization techniques

coupled with Computational Fluid Dynamic (CFD), in order to evaluate aerodynamic effects produced by vehicle geometrical shape

changes, to support stylists and design engineers in decision processes during the early stage of the project.

Numerical optimization is a well known technology and has already been successfully applied to the design of a variety of

components, however only recently it became a real engineering tool in vehicle aerodynamics. First CRF approaches in this field

were performed into DEISA European Project, part of 6th framework programme. At that time, by using supercomputing

infrastructure, it was possible to develop and test a first prototype of the methodology for the aerodynamic numerical optimization

of a variety of parameters of the entire vehicle. A specific tool has been implemented, which integrates commercial software for

geometry modifications, mesh generation, solution, post-processing, and optimization. Such a tool is currently used in the

aerodynamic development process of Fiat cars and has contributed to reduce the time of such process and the number of tests in

the wind tunnel. Today it is possible to automatically optimize not only the vehicle main exterior shape but also several details,

including the underbody. Other constraints and performances are being included in the optimization loop, to make multi-objective

optimization a real engineering tool within the automotive aerodynamic field. CRF is employing these new optimization methods in

the development of new aerodynamic concepts for CO2 emission reduction of Fiat vehicles.

Authors: R.Tregnago, M.Casella, F.Cogotti, E.Ribaldone (Centro Ricerche FIAT), G.Scantamburlo

(FIAT Group Automobiles)


Biographies

36

Zoran Filipi Research Professor The University of Michigan

Pathways for Reducing Vehicle CO2 Emissions Based on Hybrid and Plug-in Hybrid Propulsion Concepts

Friday, June 19, h.9:00 am Hybrids & Powertrain Electrification Session – AULA MAGNA

Biography Dr. Filipi is a Research Professor of Mechanical Engineering at the University of Michigan and a Faculty Fellow of the

Michigan Memorial Phoenix Energy Institute. His main research interest are advanced internal combustion engines,

including Homogenous Charge Compression Ignition (HCCI), heat transfer, emissions, alternative fuels, and hybrid

vehicle propulsion. Prof. Filipi strives to develop fundamental insight with sophisticated engine experiments, capture

the knowledge with predictive models, and integrate the models into system-level simulation tools. This approach

allows him to go from basics of energy conversion all the way to the engine system optimization and analysis of hybrid

propulsion.

In particular, Prof. Filipi and his students developed advanced instrumentation for in-depth analysis of heat transfer in

the HCCI engine, clarified its unique features, and proposed a new model that has since been widely adopted for

computational studies. The research focused on thermal stratification in the cylinder led to a discovery of the effect

of combustion chamber deposits on HCCI combustion – a critical factor in developing robust control strategies for this

“uncontrollable engine”. Prof. Filipi’s interest in the impact of transportation on energy supply and climate change

stimulated a significant effort on simulation and analysis of hybrid propulsion systems. The particular emphasis has

been on architecture, design and control of hydraulic hybrid powertrains for heavy vehicles, and more recently on

plug-in hybrids. He published over 80 papers in international journals and refereed conference proceedings. Prof. Filipi

is currently the Chair of the SAE Advanced Power Sources Committee, the Asst. Director of the Automotive Research

Center (ARC) at the University of Michigan, and the member of the Michigan Renewable Fuels Commission.

Abstract The global energy situation, the dependence of the transportation sector on fossil fuels, and a need for a rapid

response to the climate change, provide a strong impetus for development of alternative propulsion technologies.

Hybrid propulsion enables two pathways for reduction of CO2 emission from vehicles. Firstly, the advanced hybrid

powertrains enable radical improvements of vehicle fuel economy, and corresponding reduction of CO2 emission due

to fuel savings. In fact, hybridization is the only way to defeat the vehicle weight vs. fuel economy tradeoff and

provide high-efficiency alternative without sacrificing too much of vehicle performance or utility. Secondly, plug-in

hybrid electric vehicles (PHEV) bring additional sources of energy into transportation, and hence enable replacing

fossil fuels with low- or zero-carbon alternatives. The potential for CO2 reduction with PHEVs depends on the power-

generation mix in any given region, i.e. the more nuclear power and renewables on the grid, the bigger the benefit.

The well-to-wheel analysis shows that introduction of PHEVs in large numbers would lead to reduction of CO2 even

with the current mix of power-generation plants. However, efforts are under way in many countries to introduce new,

clean sources for power-generation, and PHEVs will likely be an essential "partner" in those efforts. The renewables

such as wind or wave energy are intermittent, and providing storage capacity on the grid by plugging-in at night when

the consumption is low will facilitate their large-scale application. This presentation discusses the energy conversion

options and powertrain architectures for ultra-low CO2 hybrid vehicles. It highlights simulation-based methodologies

for maximizing the benefits through optimization of hybrid system design and supervisory control. When it comes to

PHEVs, the objectives include more than just low consumption, e.g. All Electric Range becomes a key attribute. It is

argued that optimization of PHEV design and assessments of the impact on CO2 emission critically depend on using

realistic driving conditions. A case-study based on naturalistic driving data generated in Field Operational Tests

illustrates the approach and provides insight into typical vehicle daily mission.

Hybrid & Electrification Session Abstracts &

Biographies

37

Luigi Orofino FIAT Auto

Vehicle Technologies for CO2 Reduction Friday, June 19, h. 9:00 am Car & Transmissions Concepts Session – SALA CONSIGLIO DI FACOLTA’

Biography Mr. Orofino is currently responsible for CO2 emission strategies in FIAT Group Automobiles R&D

Department. His current assignment is to define strategies and plans to reduce CO2 emissions of all FGA

Brands: FIAT, Lancia, Alfa Romeo, Maserati.

Managing projects to reduce CO2 emissions in collaboration with the main Tier 1 automotive suppliers

(BOSCH, DENSO, SIEMENS VDO, VALEO).

He is responsible for the development of the FIAT EcoDrive software aiming to evaluate the driving

behaviour from the fuel consumption (CO2 emission) point of view.

FIAT Group representative member within ACEA (European Car Manufacturer Association) Working Group

CO2.and Task Force Transport Emission modelling (TEM)

Abstract Increasing public awareness on environment deterioration due to climate change and upcoming legislation

on CO2 emissions are speeding up the improvement of vehicle systems and components efficiency.

Due to customer and legislation requirements, modern vehicles are fitted with a continuously growing

number of energy consuming devices contributing to CO2 emissions.

This presentation will show an overview of CO2 reduction potential of the energy requiring devices fitted to

current and future vehicles.

Technologies suggesting proper driver behaviour (Eco driving) and most efficient routing will very likely play

a significant role in the next future due to their favourable cost benefit ratio.

Notes

Abstracts &

Biographies

Cars & Transmissions Session

38

Sadayuki Yonetamari Nissan Technical Center Europe

Nissan's Comprehensive CO2 Reduction Approach with Several Propulsion Systems


Biography Sadayuki Yonetamari is Nissan’s Vice President for Powertrain Engineering in Europe since April 1st 2008,

based in Barcelona. Born in Japan in 1962, he has worked for Nissan since 1986, when he graduated from

Kyushu University as a Bachelor of Mechanical Engineering. During his 23 years at Nissan he has always

been dedicated to Powertrain development, starting in diesel engine development, and followed by the

planning and development of a brand new 2.5L 4-cylinder DI diesel engine, launched in 1998. From 2000 he

worked as Project Manager for gasoline and diesel engines development, until 2004 when he became Chief

Engineer for diesel engines. He has held this position until his appointment as Vice President in 2008.

Abstract Global demand of mobility is increasing dramatically. On the other hand stabilization of atmospheric CO2

concentration is strongly required for global environment in the future. IPCC reported significant

CO2 reduction from all vehicles is necessary. Nissan is tackling it by a "Triple-Layered Approach" which is a

diversified plan focused on not only "Vehicle" but also "People" and "Society".

The Internal combustion Engine (ICE) is still the main player for the near future but significant

improvements are necessary. The likes of renewable energy utilization such as bio-fuels must also

be considered. Cellulosic biomass is especially important to maintain the current ICE for the near future.

In parallel Nissan has been developing electric powertrains such as HEV and EV.

Battery technology evolution, including energy recycling, is a common and important aspect for electric

powertrain advancement and sustainability. High density and compact Li-ion battery development is

accelerating to expand the potential of these electric powertrains.

Environmental condition and infrastructure for vehicles are different in each country or location. Nissan is

developing several propulsion systems to provide vehicles to meet the specific market requirements and at

the same time to reduce CO2 for the global future.

Notes


Biographies

39

Sandro Rolando Chief Technical Officer

Italdesign-Giugiaro

Weight Optimization in Car Body Engineering Friday, June 19, h. 9:20 am Car & Transmissions Concepts Session – SALA CONSIGLIO DI FACOLTA’

Biography Sandro Rolando is Chief Technical Officer in Italdesign-Giugiaro, where he is responsible for vehicle

development from styling feasibility to SOP, covering product and process engineering, geometrical and

functional integration, prototyping, testing and assistance to production.

He graduated in Mechanical Engineering from Turin Polytechnic. After starting his professional career in

Fiat, he joined Italdesign-Giugiaro as Engineering Director and had a significant international experience as

Managing Director of subsidiary companies in Spain and France.

Biography In car manufacturing weight reduction is a priority that guarantees less fuel consumption and reduction of

CO2 emissions. Over the last 30 years the tendency to have larger, more comfortable and safer new models

has made it essential to optimise car body engineering. This paper will discuss ways in which weight

optimisation in body engineering can be achieved through accurate knowledge of performance targets,

right dimensioning and correct use of materials and technologies. References will range from specific

applications to the example of an innovative city car based on new vehicle architecture.

Notes

Abstracts &

Biographies


40

Maurizio Cisternino Product Engineering - Hybrid Innovation Manager GM Powertrain Europe

General Motors Advanced Propulsion Strategy Friday, June 19, h.9:40 am

Hybrids & Powertrain Electrification Session – AULA MAGNA

Biography In 1986 he graduated in Electronic Engineering at Politecnico of Turin.

In 1988 he joined FIAT Research Centre working in the Electronic division in programs for the development

of smart Sensors & Actuators.

In 1994 he extended his working experience in the vehicle thermal systems until 2000 when he moved to

Vehicle division becoming Project Manager of Alternative Propulsion System for IVECO trucks and other

FIAT Group industrial sectors (IRISBUS, CNH).

In 2002 he became responsible of the Fuel Cell Department in CRF managing Fuel Cell demo vehicles. In

2003 He joined Fiat-GM Powertrain Advanced Engineering becoming Technology Leader of Alternative

Propulsion System.

After the dissolution of Fiat and GM in 2005 he joined GM Powertrain Europe where he became Hybrid

Innovation Manager for GM Europe.

Abstract Energy availability, environmental impact, fuel price and legislation combined with shifts in customer

buying preferences are driving significant interest in the development of innovative automotive

technologies. Within the frame of a sustainable mobility growth, a great opportunity lies in the

development of a range of clean and efficient vehicles powered by advanced propulsion alternatives that

displace petroleum and reduce greenhouse gases.

In this regard, General Motors is taking a broad-based approach to develop fuel-economy leader

technologies that can best respond to local consumer needs around the world and make vehicles that

range from gas friendly to gas free.

Multiple technologies will co-exist in the foreseeable future staring with improvements in the internal

combustion powertrains, to a progressive use of biofuels such as ethanol and biodiesel.

But the key element of the propulsion strategy is the electrification of the automobile that in the first step

is represented by the natural extension of current propulsion systems through the use of hybrid and plug-in

hybrid technologies, providing substantial CO2 benefits and supporting energy diversity.

The ultimate step of the automobile “march to zero emissions” is based on the transition to a true

electrically driven vehicle, with the introduction of Extended Range Electrical Vehicles (E-REV) and

Hydrogen Fuel Cell technology.

Notes


Biographies

41

Nevio Di Giusto Centro Ricerche Fiat

The Phylla Project Friday, June 19, h. 9:40 am Car & Transmissions Concepts Session – SALA CONSIGLIO DI FACOLTA’

Biography Nevio Di Giusto is the President & CEO of Centro Ricerche Fiat S.C.p.A. and of Elasis S.C.p.A., the main

players of Research and Innovation inside Fiat Group.

He obtained a degree in Aeronautics Engineering from the Politecnico of Turin and developed his career

joining Fiat in 1978 as project engineer in the Product Engineering Department.

He was given positions of increasing responsibility in Fiat Auto Vehicle Development and Testing

In 1992 he was nominated responsible of the Style and Design Department for Fiat, Alfa and Lancia and of

the Models Development Department.

In 1997 he was nominated director of the Platforms Development Department of Fiat Auto.

In 2001 he became director of the new R&D, Design, Product Concept Department of Fiat Auto, covering

the areas of Innovation, Product, Style, Engineering, Technical-Legislative Services, Process Development

Methodologies.

Since 2004 ha is President & CEO of ELASIS and since December 2005 he is also President & CEO of Centro

Ricerche Fiat.

Since 2005 he is the President of the Fiat Directors Group.

In 2007 he was nominated Vice President for Research and Innovation of the Industrialists’ Union of Naples.

Notes

Cars & Transmissions Session Abstracts &

Biographies

42

Michel Forissier Powertrain Efficiency Domain Director Valeo

CO2 Emissions Reduction: The Hybrid Challenge Friday, June 19, h.10:00 am


Biography Born on Jan 10th, 1958. Married with 3 children.

Michel FORISSIER graduated as a mechanical engineer in 1980 in the Ecole Centrale de Lyon in France.

He started his career at RENAULT, where he held several positions in the fields of safety, thermal systems,

vehicle tests, and then was Deputy Program Director of the Espace program.

In 1996 he moved to VALEO, in charge of the global R&D activities of the Engine Cooling Branch

In 2005 he was appointed Director of the Powertrain Efficiency Domain of VALEO, in charge of marketing,

innovation, and strategy.

He is an active member of the SIA, the SAE and the AFPA.

Abstract The Hybridization of powertrain is one of the most debated topics, in line with the new regulations on CO2

emissions. The market history of the first hybrid vehicles has demonstrated high fuel efficiency and

customer satisfaction, but relatively limited market so far.

In this prospective, VALEO intends to provide to the market simpler solutions whose cost would allow

mass-production. Starting with the Stop-Start system, launched in 2004, and scaling up to regenerative

braking and engine assistance will allow cost efficient mild-hybrid-like configuration. This might be a

complementary solution to full hybrids whose high voltage, high cost systems, are possibly developing

towards full electric powertrains.

Notes


Biographies

43

Guglielmo Cartia, Pininfarina S.p.A.

Pininfarina Bluecar: Concept and Design Friday, June 19, h. 10:00 am Car & Transmissions Concepts Session – SALA CONSIGLIO DI FACOLTA’

Biography Born in Modica (Ragusa) on 02/10/1962

Graduated at ISSAM – Istituto Superiore della Scienza dell’Automobile of Modena in 1983

Graduated in Architecture at the Politecnico University of Torino in 1998

1985 He joined PININFARINA STUDI E RICERCHE as Designer

1991-1994 He worked in FIORAVANTI S.r.l. as Designer

1995-2000 He joined again PININFARINA STUDI E RICERCHE as Assistant to the Creative Director

2001-2002 Project Leader (Responsible of the research phase of different projects for Ferrari, Maserati, Alfa

Romeo, Fiat, Lancia) and Team Leader (Responsible of the senior designers) in Pininfarina Studi e Ricerche

SpA.

2003-2005 Project Manager Design

2005 Chief Designer Pininfarina SpA

2007 Vice Design Director

Abstract Pininfarina and Bolloré set up a joint venture at the beginning of 2008 with the purpose of designing,

developing, manufacturing and distributing an electric car with revolutionary technical features and formal

qualities.

A preview of the project was shown for the first time last October at the Paris Mondial de l’Automobile.

The Pininfarina Bluecar, on display at the 2009 Geneva Motor Show, confirms the willingness of these two

major industrial groups to join their forces on a project that would meet the most stringent environmental

requirements while providing all the benefits of a modern vehicle: a blend of cutting-edge technology and

sophisticated elegance.

The aim of the presentation is to illustrate the design development. More in particular it will be shown how

new and ecologic drive trains and technologies can lead to different design solutions and layouts and give

many exciting opportunities not only to the environment but also to style.

Notes

Abstracts &

Biographies


44

Patrick Leteinturier Senior Principal for Automotive Systems Infineon

Electrification of Powertrain a solution for CO2 Reduction: HEV, PHEV, EV, Energy Storage and Transformation


Biography Patrick Leteinturier has been working in the field of automotive powertrain applications since 1990. He is

currently Senior Principal for Automotive Systems at Infineon technologies in Munich Germany and Visiting

Professor at Tianjin University. His main research and development interests are in the area of automotive

powertrain electronic systems comprising engine management, transmission control, hybrid drives and

electric vehicles. His work has focused primarily on emission reduction, fuel efficiency, safety and on board

diagnosis. His recent work is focused on high voltage electric drive and Li-ion battery management. He has

developed safety critical electronics for various x-by-wire applications. He is consultant of several system

and car vendors in designing powertrain systems. He holds several patents on this field. He started his

carrier at Lucas and SAGEM developing powertrain electronic systems for PSA and Renault.

Patrick Leteinturier received his Mechanical Engineering degree from ENSAM: Ecole Nationale Supérieure

des Arts et Métiers (France) in 1987 and his Electric & Electronic Engineering degree from ESE: Ecole

Supérieure d’Electricité (France) in 1990. He is active member of SAE and IEEE. He is holding more than 20

publications at SAE and being the SAE international adviser for Germany. He is organizing various SAE

events on Engine control and OBD (On Board Diagnosis) over the world: NAFTA, EU, China and India.

Abstract This presentation will look into the tough CO2 reduction regulations, and government incentives /

penalties. The various electrified powertrain technologies being designed to meet these new regulations

will be compared. The challenge of car electrification is opening a new organization distribution inside the

value chain. It is living room for a new business model where the battery and charging can be seen as a

service. The electronic solutions will be described for the various subsystems: inverter, battery

management, charger, DC/DC converters and infrastructure equipments. The powertrain organized around

this new energy carrier is changing the electronic & electric architecture. It is forcing to rethink safety

integrity due to high voltage and the by-wire command. The car is now the convergence of multiple

systems that must be coherent and cooperative. In addition security aspects will enter the design of such

complex system to guaranty the inviolability of the software and the data. The security features will enable

identification and service payment. New communication will be used from wired-line, wireless, or power-

line. Standardization will be addressed to create a common base line between OEMs and if possible

regions.

Notes


Biographies

45

Cengiz R. Shevket

SKF Industrie SPA

Driven by performance, racing into a sustainable future Friday, June 19, h. 10:40 am Car & Transmissions Concepts Session – SALA CONSIGLIO DI FACOLTA’

Biography Cengiz R. Shevket serves as global engineering director for the Car Corner Business Unit of SKF’s

Automotive Division.

Shevket has joined SKF in 1990 in UK and has had an extensive career at SKF ever since.

He received a Bachelors in Mechanical and Production Engineering from The Sheffield City Polytechnic in

England.

Abstract Vehicles have to become smarter, safer, lighter and cleaner. SKF is a vital co-driver in this accelerating race.

Nothing is more important than to make sure there is a sustainable future for generations to come.

SKF engineering knowledge is driving the development for:

• Increased product lifespan

• Modular design to save space and reduce weight

• Simplified arrangements to save time, money and energy

• Smarter products with built-in technology

This is resulting into innovative SKF wheel-end solutions, optimized driveline bearings and sealing concepts

to meet CO2 reduction goals.

Notes

Cars & Transmissions Session Abstracts &

Biographies

46

Stefan Suckow Key Account Director OEM SAFT / Johnson Controls

Status and Trends of Li-Ion Battery Technology for Automotive Applications


Notes


Biographies

47

Carlo Cavallino - Advanced Development Engineer

Claudio Torrelli - Head of Product Development

Fabio Viotto - Analysis Engineer

Efficiency of a Wet DCT for a High Performance Vehicle: Sensitivity Analysis and Measurements

Friday, June 19, h. 11:00 am

Car & Transmissions Concepts Session – SALA CONSIGLIO DI FACOLTA’

Biographies

Carlo Cavallino - Advanced Development Engineer 1980 Born in Torino, Italy 1999 – 2004 Degree in Mechanical Engineering, Politecnico di Torino, Italy Specialization in Automotive Engineering Thesis: “Active Roll Control: development of Hardware-In-the-Loop (HIL) test rig.” 2005 Charted Engineering Status Mechanical Engineering, Politecnico di Torino, Italy 2004 – 2007 Oerlikon Graziano – D&D department Role: Project Engineer; Products: Transmission Development for 4WD application 2008 - Oerlikon Graziano – D&D department Role: Advanced Development Engineer; Products: Wet Dual

Clutch Transmission and Electronic Differential for high performance vehicle, Hybrid and Full Electric

Claudio Torrelli - Head of Product Development 1963 Born in Torino, Italy 1988 Degree in Mechanical Engineering, Politecnico di Torino, Italy Specialization Automotive Engineering Thesis: “Test rig development for fluid measurements on a two-stroke Diesel engine” 1989 Charted Engineering Status 1989-1992 Fiat Auto Abarth – D&D Department Role: Design Engineer; Products: Engine/Transmissions for Rally racing cars 1992-2000 Fiat Auto – D&D Department, Transmission Role: Various 1995 Appointed Head of Testing Department 1998 Appointed Head of Design and Testing Department 2000-2005 Acerbi-Viberti Role: Head of Product Development; Products: Trailers and semi-trailers Dec 2005 - Oerlikon Graziano – D&D department Role: Head of Product Development

Fabio Viotto - Analysis Engineer 1973 Born in Torino, Italy 1993 – 1998 Degree in Mechanical Engineering, Politecnico di Torino, Italy Specialization in structural engineering Thesis: “Theoretical and experimental studies on dynamics and controls of axial piston pumps” 1999 Publication “An experience in simulation: the case of a variable displacement axial piston pump”, JHPS international, 1999 2001 Charted Engineering Status Mechanical Engineering, Politecnico di Torino, Italy 1999 – 2008 Modulo Uno – D&D Department Role: Analysis and Testing engineer; Products: Consulting in industrial plants. 2008 - Oerlikon Graziano – D&D department Role: Analysis Engineer; Products: Automotive Transmissions

Abstract OG is one of the main suppliers of Automotive Transmissions Systems for High Performance vehicles.

During the development of a wet DCT for a high performance vehicle (700 Nm) a complete and detailed model for the

analysis of the efficiency has been realized, which is able to predict the influence of the main operating parameters.

Both hydraulic and mechanical parameters have been taken into account and the predicted results compared with the

experimental values, thus confirming the reliability of the model.

A sensitivity analysis in terms of CO2 emission has been performed and some preliminary results are presented.

Abstracts &

Biographies


48

Jon Hilton Managing Partner Flybrid Systems LLP – UK

Flywheel-Based Hybrid Systems Friday, June 19, h.11:20 am


Biography Jon Hilton is Managing Partner of Flybrid Systems LLP, which over the last two years has become the

leading exponent of high-speed flywheel based kinetic energy recovery systems. Jon has previously worked

as Technical Director – Engine Division at the Renault Formula One Team and has enjoyed more than 17

years working at the highest level of world motorsport with companies such as TWR Arrows F1 and

Cosworth. A Fellow of the Institution of Mechanical Engineers Jon is Chairman of the Automobile Division of

the IMechE and is also Chief Judge for the UK Formula Student competition.

Abstract New regulations for Formula One motor racing have driven the development of small, light and efficient

high-speed flywheel based kinetic energy recovery systems. This presentation will consider the application

of such devices to road vehicles and highlight the advantages and disadvantages of flywheel-based systems

relative to more conventional electric hybrid systems. The author will consider entirely mechanical flywheel

based systems using a CVT for power transmission and also flywheel capacitor type devices that effectively

provide mechanical storage of electricity. Cost implications in mass production will be investigated and the

effect of using a mechanical hybrid system on vehicle fuel consumption will be shown for a range of

different vehicles and drive cycles.

Notes

Abstracts &

Biographies

Hybrid & Electrification Session

49

Alexander Serrarens – Vice President, Drivetrain Innovations BV

Fabrizio Amisano – Magneti Marelli Powertrain, AMT System Development

Innovative Powershift AMT Concept



Biographies Fabrizio Amisano (1962), was graduated in Mechanical Engineering at Politecnico di Torino, Italy, in 1988. He starts working in 1988 at Fiat Research Centre, where he was involved in vehicle dynamics, chassis control systems and driveline research activities. In 1992 he moves to Magneti Marelli where he was involved in the Transmission Department for launching first AMT systems in production, covering different roles. He was involved, at the begin, in the system analysis and simulation team, then he was responsible of the software development and validation for some AMT applications and now he is also involved in the analysis of new transmission systems.

Alex F.A. Serrarens was born September 6th 1973 in the Netherlands. He received his Master degree in Mechanical Engineering in 1997 and a PhD degree in Mechanical Engineering in 2001, both from the Eindhoven University of Technology. He is cofounder and vice president of Drivetrain Innovations (DTI), which is a concepting- and advanced engineering center in the field of innovative automotive transmissions, hybrids and components. His specialty is integrated drivetrain simulation and control. He is also assistant professor at the Eindhoven University of Technology within the group of Automotive Engineering Science.

Abstract

Today, the most important drivers of the world vehicle market are fuel consumption and exhaust emissions, due to the new

environmental regulations based on CO2 reduction. Moreover, not less important, are the comfort and the safety, which are normal

expectation of the customer. For these reasons, in the last years, the OEM’s and the suppliers have increased their focus on

powertrain systems and in particular on transmission systems, in order to increase both performances and efficiency.

Ten years ago Magneti Marelli started the production of a new transmission system positioned between the manual transmission

(MT) and the conventional automatic transmission (AT). This system, called automated manual transmission (AMT), offers to the

driver the benefit of having an aid in the control of the clutch and the gear box, improving at the same time the driving comfort and

the vehicle performances. In addition, AMT grants an improved efficiency in the torque transmission, in comparison to the

conventional automatic transmission, and then a strong reduction in fuel consumption.

In the several AMT application, developed by Magneti Marelli in the last years, based on several types of vehicle from light duty

trucks to sportive vehicles, from segment B to segment E vehicles, is also evident the reduced fuel consumption in comparison with

manual transmission in the urban cycle, using specific shifting point maps which allow to the engine to work always near to the best

efficiency point.

Magneti Marelli is now developing further improvement of AMT in both directions: fuel consumption and performances.

Fuel consumption can be reduced more than today working on the gear box ratios from one side and on a strong interaction of the

transmission control with other fuel saving systems like Stop&Start, recently introduced in the vehicles, while performances and

comfort can be improved by the introduction of the power-shift concept, which solves the typically torque interruption phase

during the gear-shift.

A vehicle prototype has been realised, introducing a power-shift function device in an already existing AMT system. This device has

been designed, in order to have a short term mechanical link between the engine shaft and the output shaft and it represents a

further technological step of the AMT system already known. The solution has been developed from the cooperation between

Magneti Marelli and DTI, linking the experience of Magneti Marelli in the transmission control and the knowledge of DTI in the

development of such transmission device. For the realisation of such system, a mathematical model and a test rig have been

developed with the cooperation of Politecnico of Turin and the results of these activities have been used for the control strategies

design and the system validation.

Abstracts &

Biographies


50

Notes Abstracts &

Biographies

51

David Gagne LMS Imagine

Transmission and Drive Line Simulator for the CO2 Challenge



Biography David GAGNE (1967) joined Imagine as a consulting engineer in 1989. He has a Master degree and 2 DESS in Electronic, Control and Systems from the University of Toulouse – France. He has an extensive experience of almost 20 years at Imagine and LMS in the virtual system simulation applied to aerospace and automotive domains. This experience has been gathered through his involvement in contracts and RTD projects. He is now the Director of the Powertrain competence center.

Notes

Abstracts &

Biographies


52

Daniel Leitner Research Engineer Graz University of Technology

Concepts, Potentials and Challenges for SI-Engines with Hydrogen and Hydrogen-Enriched Gases

Friday, June 19, h.2:00 pm Bio- & Alternative Fuels Session – AULA MAGNA

Biography Date of Birth: August 1981

Education: 1995-2000: Visit of Technical College in Villach

2001-2008: Study Mechanical Engineering at Graz University of Technology

First contact with hydrogen research I had in an internship at our Institute in 2006 on a research engine.

Mr. Leitner was engaged in developing new combustion processes for direct injection especially to avoid

NOx emissions and increase of power density. In 2007 his diploma thesis started with the purpose of

conversion of a natural gas S.I. engine for hydrogen operation. In this project the field of activity was the

entire engine test bench assembling and application of the engine for hydrogen operation. Mr. Leitner’s

current activity is the adaption of a turbocharged gasoline vehicle for bivalent gasoline/hydrogen

operation, with main focus on all engine adjustments.

2008-present: Research engineer at “Institute for Internal Combustion Engines and Thermodynamics” at

Graz University of Technology, Section Combustion Process

Abstract Early ideas of individual mobility already considered hydrogen as a potential energy carrier medium. For

future requirements hydrogen provides substantial potentials but also challenges have to be accepted.

Synergies in infrastructure and customer acceptance can be achieved by running internal combustion

engines on mixtures of hydrogen and natural gas.The presentation will discuss combustion relevant

characteristics and potentials of such gases and different combustion concepts will be shown. Further an

overview will be given about realized vehicle concepts for pure hydrogen operation as well as for variable

mixtures of CNG and hydrogen.

Notes

Bio- & Alternative Fuels Session Abstracts &

Biographies

53

Marco Spinetto Pirelli Pneumatici Spa

EC Regulatory Trends in Tire Development

Friday, June 19, h. 2:00 pm

Tires Session – SALA CONSIGLIO DI FACOLTA’

Notes

Abstracts &

Biographies

Tires Session

54

Andrea Gerini Program Manager Fiat Powertrain Technologies

The Role of Natural Gas in the Future Scenario of Alternative Fuels


Biography Born 1966, graduated in 1990 as Mechanical Engineer at Politecnico di Milano, he entered Institut Français

du Pétrole in 1991 where he worked as research engineer on different items concerning the use of

alternative fuels in internal combustion engines.

In 1997 he joined the Engine Division in Centro Ricerche FIAT in Orbassano, where he was in charge of the

development of natural gas engine technologies for automotive applications.

Since end 2006 he was responsible of the Alternative Fuels Engine Technologies & Application department

in the R&T (Research & Technologies) division of FPT (FIAT Powertrain Technologies) dealing both with

passenger car and heavy duty applications.

He is now Program Manager for the Alternative Fuels business line and he is also involved in several

european and public funded projects concerning alternative fuels in spark ignited engines, and he is

member of the Working Group Fuels within Eucar association.

Abstract In the current scenario promoting the use of low CO2 solutions for the transportation sector, Natural Gas

still represents a very effective solution being a real alternative energy source, widely available and

distributed in the EU countries. The use of Natural Gas in the transportation sector provides a near-zero

emission behaviour allowing at the same time a significant reduction in equivalent CO2 and noise

emissions.

Thanks to its properties, it is also well adapted to match the actual trend of the engine technology

evolution consisting in the increase of the specific torque/power output by means of

downsizing/turbocharging approach, and new engines under development will provide the same fun to

drive behaviour as gasoline/Diesel ones with a more competitive CO2 balance.

Moreover, from the standpoint of view of the fuel, an interesting contribution could come from the

conversion of different wastes and biomass to biomethane, this being fully suitable to engine technologies

and the process being highly effective in terms of CO2 avoidance in the atmosphere.

Finally, a second option is represented by the opportunity to develop the use of hydrogen in the

transportation sector by blending it into Natural Gas: first experiments are showing that Natural Gas

technologies can be adapted to manage the combustion of the blend thus enhancing the environmental

behaviour by reducing CO2 emission and achieving a more complete and clean combustion process. In this

way, where hydrogen is available from renewable sources or as co-product of industrial process, the use of

Natural Gas/hydrogen blends provides a sustainable bridging technology to the long term future diffusion

of pure hydrogen.


Biographies

55

Donaldo Labò SpA Michelin Italiana

Tire and Environmental Evolutionary Scenario Friday, June 19, h. 2:20 pm Tires Session – SALA CONSIGLIO DI FACOLTA’

Biography Donaldo Labò received a Master of Science degree in Mechanical Engineering from the University

Polytechnic of Milan in 1976.

Since 1977 he has been working in the Michelin Group, developing experiences in the fields of customer

service and technical product marketing.

In the last years his activity, as country manager, is focused on Industrial Standards and Government

Regulations, attending into working groups and technical committees of national and international bodies

and manufacturers associations.

Abstract There is a steady increase of the number of motorized road vehicles worldwide.

Tyres contribute to these emissions and have to contribute to their reduction.

This has to be achieved without any other essential tyre performance, in particular those related to road

safety.

The life cycle assessment of an average European passenger car tyre showed that about 86% of the global

impact on human health and environment occurs during tyre use phase on cars. The major part, about 75%

of its impact is attributable to tyre Rolling Resistance.

It is the reason why tyre Rolling Resistance reduction is the main, although not only, way for tyres to

contribute to CO2 targets.

The tyre is a one-piece object whose performances are inter-related.

The solution is improving tyre technology to simultaneously improve the concerned tyre performances

Notes

Abstracts &

Biographies

Tires Session

56

Dipl.-Ing. Daniel Boland Ph.D. Student IVK Universität Stuttgart

Simulative Optimization of a 3-Cylinder CNG Engine within a Parallel Hybrid Powertrain


Biography Mr. Boland passed his exam at the University of Stuttgart in 2006 with the focus on internal combustion

engines and metal forming technology. Since 2007 Daniel Boland works as a Ph.D. student at the Chair of

Internal Combustion Engines at the University of Stuttgart.

Abstract To determine the optimal configuration of a compressed natural gas powered turbocharged 1,0l 3-cylinder

engine within a hybrid power train some simulative investigations were carried out. Based on the measured

steady state performance maps simulations of the longitudinal vehicle dynamic behaviour was performed.

A “non-forward” looking operation strategy was implemented to manage the different power sources and

to achieve lowest fuel consumption. Additionally this strategy was designed to meet the initial State of

Charge (SoC) of the battery at the end of each driving cycle. Consequently CO2-emissions and fuel

consumption for legal and real world driving cycles were determined for different engine and car setups.

Notes


Biographies

57

Federico Cheli Professor

Politecnico di Milano

Tire Modeling for Wear Minimization Friday, June 19, h. 2:40 pm Tires Session – SALA CONSIGLIO DI FACOLTA’

Biography Federico Cheli was born September 29, 1956 in Parma (Italy). He graduated in Mechanical Engineering in

1981 at Politecnico di Milano. In 1983 he became researcher at the Mechanical Engineering Department; in

2000 he became full professor at the Faculty of Industrial Engineering of Politecnico di Milano. His research

activity mainly deals with the dynamics, stability and control of mechanical systems, with special focus on

road and rail vehicles. In particular, the research activities carried out in the last years concern theoretical

and experimental studies on tires and their interaction with the vehicle and active control of road and rail

vehicles (active suspensions, VDC, active differential). His scientific activity has led to more than 150

papers.

Abstract Tire wear reduces not vehicle performances and safety characteristics but also generates an amount of

rubber particles that are dispersed into the environment as well as wasted tires that have to be stocked

and/or recycled. To be able to produce tires that wear less, tire manufactures have to identify those tire

structural parameters that most affect tire wear and can be easily modified without compromising tire

performances.

Thanks to a validated physical tire model, is was possible to carry out a sensitivity analysis of the model

parameters thus determining those tire structural parameters that mostly affect tire wear. Also tire

handling and comfort performances were taken into account.

Notes

Abstracts &

Biographies

Tires Session

58

Antonio Fuganti Trento Branch Director Centro Ricerche Fiat S.C.p.A.

Oil-Free Zone in the Province of Trento (Italy): the Case of Primiero and Vanoy Community


Biography Antonio Fuganti received his degree in Material Engineering, from the Trento University in 1991. At the end

of 1991 was employed by Centro Ricerche Fiat (CRF) in the Material and Technologies division where he

became Head Material Engineering Department in 1999.

In 2000 he moved to the Vehicle Division and in 2002 became Head of Vehicle Design Department.

Since 2005 through 2006 he assumed the function of innovation programs co-ordination.

Since 2007 is Director of Trento Branch of Centro Ricerche Fiat (CRF), a subsidiary of Centro Ricerche Fiat

finalized at the development of innovative programs in the area of low investment technologies and high

performances materials for niche production application and Info-Telematics innovative solutions for public

mobility and fleet management.

Member of steering committee of Confindustria Trento

Member of the board of Automotive Circle International

Member Grade of SAE International

Abstract The presentation will describe the “Oil Free Zone” initiative, devoted to the development of a territorial

area free and independent by the use of petrol, located in the touristic Primiero and Vanoi Community of

Trentino Province (North-East of Italy).

Through careful management of local resources which are water, wood and territory, the required energy

for electricity, heating and mobility is produced besides transforming problems of manure management in

business opportunities.

This pilot project, worked out by ACSM SpA in collaboration with Centro Ricerche Fiat and Padua University,

wants to create the basis toward a progressive substitution of petrol and its derivates with alternative

energies, coming from renewable sources. Final objectives are the development of clean technologies and

the promotion of innovative touristic offers, based on environmental concern.

Notes


Biographies

59

Catia Bastioli Chairman and Chief Executive Officer

Novamont Spa

Bioplastic Opportunities In Automotive Friday, June 19, h. 3:20 pm Tires Session – SALA CONSIGLIO DI FACOLTA’

Biography Catia Bastioli was born in Foligno on 3 October 1957. After graduating in Pure Chemistry in 1981 at the University of Perugia where

she obtained top marks, in 1985 she started attending the school of Business Administration (“Alti Potenziali Montedison”) at the

Milan Bocconi University. Project Leader from 1984 to 1988 at the Guido Donegani Institute for the

Montedison Strategic Composite Materials Project, and Project Manager for “Biodegradable Materials from Renewable Sources” at

the Ferruzzi Research and Technology Center, Ms. Bastioli entered Novamont in 1991 as a Director, becoming Technical Director in

1993, and then Managing Director in 1996. Today she is Chairman and Chief Executive Officer. Catia

Bastioli has been a member of EU working groups such as the Committee for “Renewable Raw Materials” of the Directorate

General Industry and the ECCP (European Climate Change Program). She is a member of the Executive Committee of PlasticsEurope

Italia and President of the PlasticsEurope “Bioplastics” European working group. She has been a member of numerous Advisory

Boards set up by Research institutes and university spin-offs. President of Assoscai, Italy’s Association for the Environmental

Sustainability and Competitiveness of Enterprises, she was recently elected Director of Finpiemonte (regional development agency)

by the Piedmont Regional Authority. Since 2004 she has been a lecturer in the Faculty of Pharmacy/Biotechnology, at the “Amedeo

Avogadro” University of Eastern Piedmont. Author of more than 100 papers on various scientific and industrial subjects published

in International Journals, she has also contributed to international reports

dealing with renewable materials on behalf of leading institutional organizations. She has been an invited speaker at international

conventions on the subjects of renewable raw materials, biorefineries, intellectual property and plastics and bioplastics in general.

She is the author of the “Handbook of Biodegradable Polymers”, published by Rapra Technology Limited

in 2005. Ms. Bastioli is the inventor of more than 80 patents and patent applications in the sectors of synthetic and natural

polymers. The patents in the sector of starch-based materials are a significant part of the Novamont patent portfolio. Catia Bastioli

has won numerous international awards for her discoveries in the field of starch-based biodegradable materials; most notably, on

April 18, 2007 she was nominated for the “European Inventor of the Year 2007” for her patents filed in the years 1992-2001.

Abstract Bio-plastics may be able to contribute to addressing the environmental problem if we manage to rethink entire application sectors,

thereby affecting not only the manner in which raw materials are produced, but also the way in which products are used and

disposed of. This will only be possible if we are capable of envisaging innovations which expand the scope of experimentation to

the local region. Only in this way may bio-plastics become a powerful large-scale case study of sustainable development and

cultural growth. This is the challenge taken up by Novamont’s “Bio-refinery integrated into the local area.” The technical results of

Novamont’s pioneering activities in the bio-plastics sector and specifically in the starch-based bio-plastics sector, is demonstrated

by a strong patent portfolio. Proprietary polyesters have been developed making it possible to integrate the complexed starch

technology upstream. In addition, a proprietary technology for the production of monomers from vegetable oils has been

developed, one which ought to lead to completion of the Novamont Bio-refinery with the construction of a first industrial plant

beginning in 2009. There are bio-plastics, for example starch nano-particles, which are capable of strengthening tyre treads giving

them low rolling resistance properties. The Mater-Bi® nano-particles is used to strengthen rubber to give it low hysteresis: this is a

product used by Goodyear in their Biotred technology for tyres with low rolling resistance. This allow to save significant amounts of

petrol (5%, reducing greenhouse gasses by 7 -10 g/km). On the basis of the results achieved to date, the European Union (EU) has

financed a new project for “run on flat” tyres with rolling resistance reduced by more than 30%, a project which together with

Novamont also involves Goodyear and BMW. Furthermore a tyre labelling system is under evaluation by the EU, and this will

represent a strategic opportunity of development for this kind of products.

Abstracts &

Biographies

Tires Session

60

Bianca Maria Vaglieco Istituto Motori CNR

Well-to-Wheels CO2 Reduction with Biofuels Friday, June 19, h.3:40 pm

Bio- & Alternative Fuels Session – AULA MAGNA

Biography Bianca Maria Vaglieco graduated in Physics at University of Naples “Federico II” in 1983, when also started her research activity in

investigating the formation of pollutant species in stationary flames by optical diagnostics techniques. In 1988 she joined the

Istituto Motori of the National Research Council (CNR) of Italy as Researcher. At present, as Research Manager, she is involved in

several activities related to the experimental and theoretical study of the thermo-fluidynamic process in reciprocating internal

combustion engines. The main activity concerns in the experimental investigation of fundamental physical and chemical processes

occurring in high pressure optically accessible combustion systems and engines by means of spectroscopic techniques. She is

project manager of several European Union (EU) projects and research contracts funded by private companies. She is author of

more than 200 papers. She is temporary professor of Combustion at 2nd University of Naples.. She is president of Italian section

(SAENA) of SAE.

Abstract Internal combustion engines are playing a major role in the road transportation due to the potential for the increase of efficiency

and the reduction of the pollutant emissions, the available infrastructure for the fuel, the reliability, the production costs, and the

customer acceptance. On the other side, the growing transport sector is considered to be one of the main reasons for failing to

meet the Kyoto targets. In combination with the emission limits and new emission standards, the already very low CO2 emission

levels have to be further reduced both for spark ignition and diesel engines. Particularly, in Europe the transport sector accounts

for more than 30% of the total energy consumption in the Community. It is 98% dependent on fossil fuels with the crude oil

feedstock being largely imported and thus extremely vulnerable to any market disturbance. In order to overcome this request

Europe has defined ambitious targets for the development of biofuels. The aim is to improve the overall CO2 balance and sustain

European competitiveness. The development of innovative biofuel technologies will help to reach these objectives. Biofuel use has

to increase from its present low usage - less than 2% of overall fuel - to a substantial fraction of the transportation fuel

consumption in Europe (target of 25% in 2030). However, biofuels will mostly be used in compressed ignition and spark engines

and/or if it is possible specialized engines will be used in certain applications or in dedicated fleets. The most commonly known

biofuels are ethanol and biodiesel. Both are derived from biomass which can be converted into liquid fuels otherwise called

biofuels. Until recently biofuels were thought of, by some, as the answer to reducing greenhouse gas (GHG) emissions and foreign

energy dependence. As of late, new studies have unearthed problems associated with biofuels in a well-to-wheel scenario,

stemming from land use changes to the negative pricing effects of food to fuel. When analyzing the GHG balance of biofuels, one

must take into account the feedstock selection (i.e. corn vs. sugar cane, or soy vs. algae), agricultural methods practiced, associated

land use changes, and the type of production technology implemented. Depending on the site-specific parameters of a biofuel

project, it is possible to produce biofuels in a sustainable manner. Ethanol fuel is used as an alternative to gasoline. It known that

ethanol can be incorporated in the gasoline pool, but only to a limited percentage (at present 5%, based on the current gasoline

norm EN228 without engine modifications.) Some ethanol is also used as an 85% blend (E85) in flexible fuel cars, mixed with diesel

using a stabilizing additive (e-diesel), and as fuel for diesel buses (with ignition improver).

In the U.S., anhydrous ethanol is blended with petroleum based gasoline as E10 (10% ethanol, 90% petrol) or E85 (85% ethanol,

15% petrol) Corn is mostly used in the U.S. while sugarcane is the principle feedstock in Brazil. Corn-based ethanol is very

energy/carbon intensive and only returns about 1.34 units of fuel energy for each unit of energy expended. Sugarcane-based

ethanol can reap better yields of energy (up to 8 units in Brazil). Recent research and development have now made available

cellulosic ethanol technology. This technology allows virtually any plant matter to be utilized for the production of ethanol by

unlocking sugars bound in cellulose and hemicellulose. Cellulosic-based ethanol also supports efforts towards producing alternative

fuels in a sustainable manner.

Abstracts &

Biographies

Bio- & Alternative Fuels Session

61

Pirelli

Tire Development



Notes

Tires Session Abstracts &

Biographies

62

Alberto Vassallo Senior Technology System Engineer GM Powertrain Europe

SI Engines Fueling with E85: Challenges and Opportunities with 2nd Generation Bio-Ethanol


Biography Mr. Vassallo was born in Acqui Terme (AL – Italy) in 1976. He is Senior Technology System Engineer at

General Motors Powertrain Europe – Diesel Advanced Engineering since 2005.

His work assignment is Diesel combustion system development, investigating the fields of combustion

diagnostics and optimization, emissions, combustion noise, efficiency and alternative fuels.

Before joining GM, Alberto graduated in Mechanical Engineering in 2000 at Politecnico di Torino and then

earned a Ph.D. in Energetics in 2004 from same university, defending a thesis on pressure-based

combustion diagnostics in IC engines.

Alberto is co-author of 19 technical papers, of which four awarded with SAE Transactions and one with

ASME transactions, and has been granted 3 patents.

Abstract E85, a blend of 85% ethanol and 15% gasoline, has recently enjoyed a significant success in primary

automotive markets, due to its capability to displace oil and reduce WTW CO2 emissions at a favorable

cost.

However, in the last months, with the collapse of oil prices and the concerns over ethanol competition with

human food, both customers and governments perception has deteriorated.

In this framework, the recent achievements of 2nd generation ethanol production, which promises to

significantly improve WTW CO2 benefit and reduce oil reliance without interfering with human food chain,

is giving new perspectives to further E85 developments.

This presentation will review the current situation and look at the opportunities enabled by a new

generation of flex-fuel SI engines specifically optimized for E85 operation.

Notes

Abstracts &

Biographies

Bio- & Alternative Fuels Session

63

Paolo Albano Technical and Sales OE Manager

Michelin

Michelin Tire Development Friday, June 19, h. 4:00 pm Tires Session – SALA CONSIGLIO DI FACOLTA’

Biography Paolo ALBANO graduated in Mechanical Engineering at the Politecnico di Torino in 1985. Career started at

SAIAG (Rubber components) Engineering Dept, then as R&D Manager at CEAST (Testing and Measurement

Scientific Instruments), participating in working committees at ISO. He joined Kléber Industrie in ’90, as

Technical and Sales Manager (rubber technical components) for Italian OEM. In ’93 moved to the Tyre

Division of Kléber and in ’95 to Michelin, always as Technical and Sales OE Manager, at first for Passenger

cars Tyres and then for Truck and Buses tyres.

Abstract To face the fuel consumption and CO2 reduction challenges, Michelin has been working for more than 80

years to measure and reduce tyre Rolling Resistance.

Important innovations were the outcomes of these efforts, such as the radial tyre in 1948 and the silica

reinforced treads in 1992.

These innovations allowed substantial Rolling Resistance decreases (20 to 30% for each of them) while

maintaining or increasing the important other tyre performances such as wet grip adhesion or tyre

durability.

For the future, our direction within the Michelin Group is to

halve rolling resistance in 20 years

halve noise

reduce braking distance significantly

Tackling those 3 issues at the same time is possible. There is no conflict in progressing in all directions at

the same time. For example, the last low rolling resistance generation saves 0, 2 litres of fuel/100 km and 4

grams of CO2/ km while reducing braking distance by 3 meters.

Notes


Biographies

64

Abstracts &

Biographies

Notes

65

Matthias Webert TRW

Tire Pressure Monitoring System



Notes


Biographies

symposium overview biographies - sae torino group · symposium overview . 3 event timetable facing...

Documents