UCSB Engineering

Q & A with Isaac Barpal

Isaac Barpal, who earned both a master’s and a PhD in Electrical Engineering at UCSB (in ‘68 and ’70 respectively), credits UCSB with allowing him to pursue highly innovative work during his PhD program on parallel hybrid propulsion systems, the technological foundation of today’s hybrid cars. He says UCSB should be proud that much of the seminal work in hybrid propulsion systems was done in the College of Engineering.

Barpal, a native of Argentina, received degrees from California Polytechnic State University, in San Luis Obispo, in electrical engineering and applied mathematics in 1967. He then decided to come to UCSB largely because of the dedication and flexibility of several key faculty members here.

Barpal worked for Westinghouse Electric Corporation for 22 years in a variety of technical and managerial positions, as the engineering and program manager of the BART (San Francisco) transit system, the Seatac, Miami, Atlanta, Tampa airports people mover systems, and as the general manager of both the Sao Paulo and Rio de Janeiro Metros. He served as President of South American Operations and most notably as the Corporate Vice President of Science and Technology. He later worked for Allied Signal (now Honeywell) as Senior Vice President and Chief Technology Officer, from 1993 until 1998.

Isaac (who usually is called Itzik) and his wife Marge have made many generous gifts to support graduate students in the College of Engineering. Recently, the Barpals established the Barpal Family Fellowship Fund in the College of Engineering -- a permanent endowment with the UCSB Foundation. The fund will provide in perpetuity for two Barpal Family Fellowships, to be awarded annually. One fellowship will support a deserving masters or doctoral student and the second fellowship will specifically support a Cal Poly Engineering graduate who will attend UCSB’s College of Engineering as a masters or doctoral student.

Recently we talked with Barpal about his graduate work at UCSB and his perspectives of the College of Engineering at UCSB and the future of hybrid technology.

Q: It’s fascinating to hear that UCSB was working on the development of hybrid car technology way back in the late 60’s. Can you describe the work?

A: Although at that time one of the main involvements of the electrical engineering faculty was with the DARPANET project (the predecessor to today’s Internet) – and most graduate students were involved in electronics, systems and related technologies, some of the faculty members, and especially Dean Albert Conrad, encouraged me to follow a completely unique direction. They deserve a lot of credit for allowing students to pursue the unusual, which is what an institution of higher learning should be.

My dissertation was “The Design and Simulation of a Parallel Hybrid Vehicle Propulsion System.” It involved a truly multi-disciplinary approach, with some complex mathematical simulations, non-linear modeling, an in-depth understanding of the combustion process, and even the building of a working prototype. The main objective at that time was to reduce the levels of both unburned hydrocarbons and NOx, and improve mileage (although the fuel crises did not occur until 1974). We were working toward vehicle propulsion systems that some day could be compatible with automated electrified highways.

Q: How close is the system you developed to what is in use today?

A: It is exactly what is being used today by the few automakers that are making hybrid cars. Originally, most designs were of the “series hybrid” version. That’s when the internal combustion engine (ICE) basically runs all the time at a steady load and rpm, and it drives a generator that either supplies the electric motors (at the wheels) or the batteries with charge.

With the parallel configuration, both the ICE and the electrical motors are connected to the drive train. In deceleration, the motors become generators that both slow the vehicle down and recharge the batteries. The only difference between my working prototype and today’s automobiles is the size and cost of the control system. A 200 pound box full of electronics, relays and controls is now just a small box with one microprocessor and some power semi-conductors. In 1969, you really needed a PhD to drive a hybrid.

Q: Didn’t you drive your prototype across the country?

A: Yes, we drove it from Santa Barbara to Washington DC during the Nixon administration and showed it to Congress as a demonstration of what the car could do.

Q: How did that work almost 40 years ago affect hybrid technology today?

A: Very little. For 30 years, nothing happened related to hybrids. Gas was inexpensive; there was no driving force to develop the technology.

Q: Do you think hybrids are the answer to our energy problems today?

A: Not by itself; what we’re trying to achieve is almost impossible. We need to force the reduction of the weight of cars to 2,000 pounds from 5,000 pounds average. We also do not need cars that accelerate from zero to 60 miles per hour in less than 7 seconds. The future of automotive propulsion probably is in hydrogen-powered vehicles, some of which could be hybrids Technologically, we could do this within the next 10 years. But realistically, the transition to hydrogen cars would be very difficult. The required infrastructure is extensive.

Q: You have been a generous and committed UCSB alumnus. What do you believe is unique about Engineering here?

A: When I was Chief Technology Office at AlliedSignal, all their senior executives interfaced with a few universities, and I worked with two very distinguished, highly prestigious east coast schools. When I compare them to UCSB, I see them as presenting more of a rigid, established culture than you find at UCSB.

In my case, when I graduated from Cal Poly, I applied to USC and Cal Tech. At USC, I interviewed with a professor who wanted me to become involved in his work. At Cal Tech, the professor with whom I would be working was doing mathematical modeling of the human body and felt that I’d have to take more biology courses to work with him. But at UCSB, the professors said, “Work on your master’s, decide what you like and we’ll go from there.” They were open, very easy to deal with, and they didn’t restrict me to working with one particular professor.

As I have learned from my conversations with UCSB faculty in recent years, UCSB is truly becoming an interdisciplinary school, which is a tremendous strength.

Q: What was your experience as a doctoral student like here?

A: My dissertation advisor was Roger Wood. He was available 24/7. I could call him in the middle of the night – often the only time I could get access to the computer – and he would help cheerfully. Since my work involved power engineering, and I was the only student interested in that field, I had to have my qualifying exam written just for me. Nobody saw that as a problem.

Q: What has motivated you to direct philanthropy to the College of Engineering?

A: In my experience, UCSB was the most supportive, the best environment. The people really cared about me. When I needed a job, I got it. When I needed help, I got it.

You know, when Marge and I had breakfast recently with a recipient of the Barpal Family Fellowship, the recipient said she felt like a member of the family. And that sums it up for me.