Building the future, one system at a time

Daniel Ortiz Valencia
Portfolio

I founded Colorado's first Formula SAE Electric Vehicle program and designed a 324V, 8.64kWh battery system that earned a Tesla sponsorship. Across four competition vehicles, I've designed custom PCBs (BMS, safety interlocks, telemetry), written CAN test frameworks for fault validation, and architected full vehicle harnesses integrating 30+ sensors.

I scaled RAM Racing from 30 to 60+ members, raised $400K, and shipped four competition vehicles, building a team culture around precision, ownership, and real engineering accountability.

4Competition vehicles engineered
60+Members led at RAM Racing
$400KFunding raised
Daniel Ortiz Valencia at MIT
At MIT with Alexander Amini after being selected for the Deep Learning class.
Formula SAE vehicles
Formula SAE vehicles built at RAM Racing, four completed, six total by graduation.

Projects

Venus EV Formula SAE Electric car 01Venus EV Colorado's flagship FSAE Electric car, full HV accumulator & safety stack HV Accumulator324V BatteryBMSKiCadSystem Integration Electrical System Officer FSAE 2026

As Electrical System Officer for the 2026 car, I managed the LV and HV subteams while personally focusing on energy experimentation to deliver the program's first competition-bound battery pack, balancing the technical demands against the challenge of building it as cheaply as possible so the other subteams had the budget to build the rest of the car.

Battery Pack Architecture & Cell Selection
90s5p · 8.64kWh · 324V nominal, designed cell-level from scratch

Background

  • First EV program with no existing battery architecture, required full cell-level design rather than purchasing pre-made modules.
  • Budget constraints made in-house cell assembly necessary, saving ~$7,000 but requiring the electrical team to own all pack design decisions.
  • Needed to size for FSAE endurance (22km) with enough margin to account for simulation uncertainty.

Technical Approach

  • Evaluated five cell chemistries (P30B, P50B, P28A, P60B, M35A); selected Molicel P50B for its energy density (5000mAh, 18Wh) at acceptable weight (71g) and internal resistance (17mΩ).
  • Simulated full endurance in OpenLap (2023 Michigan layout), 350Wh/lap, requiring 7.7kWh minimum; applied a 12% margin from a prior ICE vehicle where actual exceeded simulation by 7%.
  • Configured as 90s5p (8.64kWh, 324V nominal) in 16 segments of three modules each, enabling symmetric segment removal for future weight optimization.

Results

  • Delivered complete pack architecture meeting FSAE energy requirements with 12% validated margin.
  • Cell thermal modeling confirmed sub-40°C operation through full endurance, eliminating active cooling complexity.
  • Modular design enabled future weight reduction without redesign, ordered 20% extra cells for screening and parallel-group matching.
Battery Pack High-Voltage Integration
Precharge, discharge & isolation monitoring, full KiCad HV architecture

Background

  • HV system must precharge inverter bus capacitance before contactor closure, discharge stored energy on shutdown, and continuously monitor isolation failure, any fault is safety-critical.
  • FSAE rules require precharge to 95% bus voltage before main contactor closure, discharge to under 60V within a set time, and IMD response within defined latency for isolation loss.

Technical Approach

  • Sized 1/0 AWG EXRAD-HVX1V8X cabling from thermal modeling (sub-40°C continuous, margin to 90°C at 500A) and selected Littelfuse protection from datasheet I²t curves.
  • Designed precharge (620Ω, 0.88mF bus, 95% in under 10s) and discharge (2.2kΩ, NC relay auto bleed-down) circuits within resistor power ratings.
  • Created a full KiCad schematic defining AIR control, IMD integration, TSAL logic, energy metering, and connector interfaces (Amphenol, LEMO, Hirose).

Results

  • Delivered complete HV architecture with selections justified by operating conditions and datasheet specs.
  • Produced operational documentation covering startup, shutdown, and fault injection sequences.
  • System prepared for bench validation of precharge timing and IMD fault response before integration.
Battery Structure & Manufacturing
450-cell pack containment, weighted decision matrices & poka-yoke busbars

Background

  • 450-cell pack (90s5p, Molicel P50B 21700) requires structural containment against shock and vibration, cell ejection or busbar fatigue causes short circuit or arc flash.
  • No inherited designs; team defined module geometry, materials, and assembly sequence from scratch with in-house FDM and manual welding.
  • Architecture must allow field serviceability while meeting FSAE flame-retardant and HV isolation requirements.

Technical Approach

  • Drove material selection through weighted matrices: steel exterior (59/100), garolite interior (46/100), passive air cooling (41/100).
  • Defined a module-segment-pack hierarchy (2s5p → 6s5p → 90s5p) with press-fit cell retention and keyed copper busbars preventing incorrect assembly.
  • Supported the mechanical engineer with stress analysis inputs; evaluated printable materials (Ultem 9085, Nylon-GF, PC-FR, ASA, PEEK) against UL94 and Tg.

Results

  • Delivered complete pack architecture with material down-selections justified by quantified tradeoff analysis.
  • Defined poka-yoke busbar geometry eliminating operator errors across 90 module interfaces.
  • Established module specs (35.3 cm³, 46g, 45-min print) enabling production planning for a 56-module build.
Fuse Links
328A short-circuit characterization, benchtop test rig at 200Hz+

Background

  • Individual cell fusing must interrupt 328A theoretical short-circuit current to prevent thermal runaway, FSAE requires test data at four current levels (Level 4: 0.05 to 0.15s at highest current).
  • Nickel-plated fuse links with reduced cross-section need characterization to validate melt time against the thermal model (t_melt = M·ΔH / (P_gen - P_loss)).

Technical Approach

  • Built a benchtop rig using a stick welder (500A short-circuit) with a current sensor feeding Simulink for real-time acquisition and automatic blow-time detection.
  • Defined a test matrix across four current levels; a rapid fuse-swap fixture enables iterating geometry to correlate measured blow times with analytical calculations.

Results

  • Established a repeatable characterization process with >200Hz sample rate capturing blow transients.
  • Test data package prepared for SAE technical inspection, proving the fuse clears fault current within required windows.
Custom Charging Architecture
6.6kW off-vehicle charger interface with full interlock integration

Background

  • FSAE rules require accumulator removal for charging; the system must safely interface an external 6.6kW charger with HV isolation, interlocks, and voltage monitoring via banana jacks.

Technical Approach

  • Created a KiCad schematic defining the charger-to-pack interface: EV200A1ANA contactor, Amphenol UPCR012AL51 and TE AMP+HVP800 (50mm²) quick-disconnects, LV25-P voltage transducer with resistor divider for isolated HV sense, and HVIL continuity through a LEMO connector to shutdown.

Results

  • Delivered complete charging documentation with connector selections, fuse ratings (30A charger input, 5A energy meter), and wire gauges (8 AWG feed, 84mm² bus bars) enabling off-vehicle charging with full interlock integration.
Custom Battery Management System (in validation)
Distributed 16-slave architecture, 90-wire harness reduced to a 6-wire digital backbone

Background

  • Orion thermistor expansion required a 90-wire harness inside a 378V accumulator, creating assembly risk and service complexity.
  • Wiring bulk and connector density were the highest-probability failure modes during integration and maintenance.

Technical Approach

  • Designed a distributed architecture with 16 slave boards, 1 master, 16-bit ADCs over SPI, isolated GLV-to-tractive domains, and CAN communication to the BMS.
  • Replaced parallel analog wiring with a 6-wire digital backbone, local temperature acquisition with centralized data aggregation.

Results

  • Currently in the process of validation.
Rubicon EV, first CSU Formula SAE Electric car 02Rubicon EV First CSU EV car, full vehicle electrical architecture & safety systems System ArchitectureTractive SystemBrake PlausibilityPowertrainVehicle Integration Chief Engineer FSAE 2025 EV

As Chief Engineer of CSU's first electric car, I owned the full vehicle architecture and supported the powertrain and suspension teams, managing timelines across six mechanical and electrical subteams to deliver the first FSAE EV prototype in the Rocky Mountain region.

Formula SAE Electric Vehicle System Architecture
Full HV, LV & safety architecture, bench-testable before integration

Context

  • Integrated HV powertrain and LV controls into one vehicle-level design meeting FSAE shutdown and safety requirements.
  • Coordinated interfaces across inverter PM100DX, Orion VMS2, accumulator, and vehicle controls with mixed signal types.
  • Needed a bench-testable architecture to validate interlocks and communication before accumulator integration.

Technical Approach

  • Engineered full HV, LV, and safety system architecture and interfaces.
  • Defined shutdown, interlock, and communication paths (CAN, analog, digital).
  • Created complete KiCad schematics from component datasheets.

Results

  • Delivered complete electrical schematics used by all subteams.
  • Enabled bench testing of HV, LV, and safety interactions before vehicle integration.
  • Reduced integration risk during first high-voltage power-up.
Tractive System Active Lights
Galvanically isolated HV/LV PCB, 60V threshold detection & 555 blink timing

Context

  • FSAE rules require visible HV indication: solid red above 60V DC (live), blinking green below 60V (safe), incorrect indication is immediate disqualification.

Approach

  • Split the PCB into galvanically isolated HV and LV sections with a 0.3mm creepage barrier, isolated DC-DC converter, and optocoupler relay; HV side uses a resistor divider for comparator threshold detection, LV side drives a 555 timer for the green blink and red enable logic.

Results

  • Delivered KiCad schematic and PCB layout with clear HV/LV boundary marking, comparator-based 60V detection, and 555-based blink timing meeting FSAE visibility and frequency requirements.
Brake System Plausibility Design
Hardware brake/throttle conflict detection, latched shutdown, all fault modes tested

Background

  • FSAE rules require hardware-based detection of simultaneous brake and throttle, if accelerator exceeds threshold while braking, the system must open shutdown and latch the fault until manual reset; software-only solutions are prohibited.

Technical Approach

  • Partitioned the circuit into independent brake and accelerator monitoring sections, each with LM393 comparators checking voltage bounds and signal-loss via pull-up resistors.
  • Combined fault conditions through logic gates (74AHC1G02) feeding a latched relay driver (TLP241A); included test points (TP1 to TP9) for calibration and fault injection.

Results

  • Completed schematic, PCB layout, and 3D model in KiCad; bench-tested all fault modes confirming correct latch behavior and that shutdown opens within timing requirements.
Battery Pack Structure
First CSU EV accumulator, 180V, 4.1kWh pack, 50 pre-made modules

Background

  • First EV accumulator for CSU required integrating 50 pre-made 8p modules (CIE Solutions Lithium Block, Molicel P28A) into a structural container meeting FSAE flame-retardant, isolation, and serviceability requirements, no prior team knowledge existed.

Technical Approach

  • Collaborated with a mechanical engineer to define the container: 1018 cold-rolled steel welded enclosure, Garolite G10 interior for HV isolation, laser-cut acrylic module cases, and 9200FR flame-retardant epoxy for bonding.

Results

  • Delivered a functional 180V, 4.1kWh pack integrated with Orion BMS 2 and safety electronics; directly informed next-gen 90s5p pack design decisions.
Electrical Powertrain Set-Up
PM100 bench validation, CAN fault-injection framework, thermal derating

Background

  • Before integration, the motor controller (PM100) and motor must be validated on bench to verify startup sequencing, fault responses, thermal behavior, and CAN communication, an untested HV powertrain in-vehicle risks damage to drivetrain and safety systems.

Technical Approach

  • Built a benchtop test stand with isolated mounting, an E-stop killing both LV and HV, a precharge circuit with manual contactor sequencing, and an independent cooling loop; developed a systematic startup procedure (LV → CAN active → precharge → main contactor → zero-throttle verify → incremental torque).
  • Created a CAN test framework to inject faults (CAN dropout, throttle loss, simulated overtemp, undervoltage) and verify controller behavior; logged DC bus voltage, temps, torque command vs. actual, and coolant delta-T.

Results

  • Validated a repeatable startup sequence, confirmed all fault-injection cases trigger expected shutdown, and established thermal derating thresholds; system ready for vehicle integration with a known operating envelope.
Intrepid IC combustion Formula SAE car 03Intrepid IC Combustion car, full harness integration & wireless telemetry Wiring HarnessCAN BusHaltech ECUTelemetry30+ Sensors Assistant Electrical Lead FSAE 2024 IC

On the combustion car, our two-person electrical team delivered the full vehicle harness and a wireless telemetry unit, the foundation that later grew into sensor fusion and autonomous work.

Vehicle Wiring Integration
Haltech Nexus R5 + 30 sensors, full harness mapped in RapidHarness

Background

  • FSAE combustion vehicle requires integration of an ECU (Haltech Nexus R5), transmission control unit, custom Raspberry Pi display, and 30+ sensors into one harness, wiring errors cause no-start, sensor faults, or fire risk.

Technical Approach

  • Mapped complete electrical architecture in RapidHarness: wire routing by zone, harness segment lengths, connector pinouts (Deutsch, DTM), and color-coded circuits; documented every ECU input.
  • Defined a CAN bus architecture connecting ECU, TCU (servo clutch, solenoid shift), and Raspberry Pi display; mapped CAN message IDs.
  • Integrated vehicle dynamics sensors (linear pots, wheel speed, throttle, brake pressure) with headroom for future strain gauges and steering torque sensors.

Results

  • Delivered complete wiring documentation enabling repeatable harness builds; established the CAN protocol map used by the telemetry system; harness supports trackside serviceability with labeled service connectors.
Telemetry Control Unit
Teensy + XBee wireless telemetry, ECU + IMU broadcast at ~300m range

Background

  • Real-time vehicle data was needed at pit for driver coaching and fault diagnosis; a wired connection was impractical, requiring a wireless system with ~300m range and a meaningful update rate.

Technical Approach

  • Selected Teensy for CAN support and speed to parse Haltech ECU broadcasts at 500 kbps; designed power regulation stepping 12V to 3.3V/5V rails with filtering for high-EMI noise immunity.
  • Integrated a BMI270 6-axis IMU for yaw rate and acceleration; implemented an XBee 2.4GHz radio (~250 kbps, ~300m range); architected for future sensor fusion and autonomous development.

Results

  • Delivered a functional telemetry PCB (EasyEDA schematic, fabricated board) broadcasting ECU and IMU data wirelessly; documented range/bandwidth tradeoffs vs. LoRa and cellular.
Cybertruck Challenge cohort, heavy-vehicle cybersecurity 04Other Projects Selected work, embedded systems, automotive cybersecurity & early CSU race cars Various

A few standout projects beyond my lead Formula SAE roles, from a competition-winning embedded clock and heavy-vehicle cybersecurity to the early CSU race cars where I cut my teeth on harnesses and vehicle instrumentation.

Sophomore Competition Winner
Mechanical seven-segment clock, ESP32, WiFi UI, servo control

Background

  • The competition required a functional electromechanical product from concept to prototype; the team chose a mechanical seven-segment clock combining PCB design, embedded firmware, servo control, and wireless connectivity.

Technical Approach

  • Supported PCB implementation: ESP32-WROOM selection (integrated WiFi, GPIO for servos, low cost), USB-C power/programming, and overcurrent protection sizing for servo stall.
  • Developed a web-based control interface hosted on the ESP32 for setting time and alarm, with servo PWM control to flip mechanical segments.

Results

  • Won the sophomore engineering competition; contributed across the full product cycle from component selection to working prototype.
Cybertruck Challenge
Heavy-vehicle cybersecurity, CAN/J1939 analysis, UDS, ~50 selected nationwide

Background

  • Selected as one of ~50 participants nationwide for week-long hands-on cybersecurity training on commercial heavy-duty trucks; mentored by engineers from Bosch, PACCAR, Daimler, and NMFTA.

Technical Approach

  • Captured CAN traffic with Wireshark to map arbitration IDs to source ECUs across the J1939 protocol.
  • Developed brute-force scripts targeting the UDS Security Access seed/key challenge to probe the authentication mechanism.
  • Scripted replay and spoofing attacks with crafted CAN frames; tested which sequences triggered state changes vs. plausibility-check rejections.

Results

  • Specific findings under NDA; demonstrated automotive network analysis, diagnostic protocol enumeration, and scripted attack methodology on production heavy vehicles.
Endeavour IC
CSU's first combustion car, wiring harness, electronics placement & MoTeC first start

Background

  • Endeavour was the first internal combustion car at Colorado State University, with no inherited electrical design to build from.

Technical Approach

  • Built the vehicle wiring harness, laid out electronics placement on the chassis, and tested every circuit before commissioning the engine on a MoTeC ECU.

Results

  • Successfully started and ran the car, establishing the electrical foundation every later CSU Formula SAE vehicle was built on.
Dauntless IC
Summer strain-gauge campaign, turning Intrepid track data into suspension & powertrain design loads

Background

  • The suspension and powertrain teams needed measured load data, not just assumptions, to design Dauntless, so over the summer I instrumented the Intrepid IC car to capture how it was actually loaded on track.

Technical Approach

  • Bonded strain gauges to suspension members and driveline components in Wheatstone-bridge configurations, calibrated each channel to engineering units, and logged the bridge outputs synchronized with vehicle CAN data so strain could be tied to cornering, braking, and acceleration events.

Results

  • Converted real track strain into peak and fatigue load cases that fed the Dauntless suspension geometry and informed predicted powertrain loads, replacing guesswork with measured design inputs.

Papers & Research

FSDS autonomous
track demo
video slot
arXiv · In Progress Incremental LiDAR-Camera Sensor Fusion for Reactive Cone Following in the Formula Student Driverless Simulator
Daniel Ortiz Valencia, RAM Racing Driverless
Formula Student Driverless Simulator (FSDS), 2026
report /arXiv soon /code soon /demo

An incremental perception and control pipeline for autonomous navigation in the Formula Student Driverless Simulator (FSDS). A reactive LiDAR-only baseline isolates cone positions at 20Hz with O(n) sequential clustering and a binary density heuristic for steering, then a forward-facing camera processed by a YOLOv5 detector with FSOCO weights is fused with LiDAR depth. Pinhole ground-plane projection and nearest-neighbor matching align the two sensors to a 0.06m average match distance with near-zero systematic bias. A three-tier hybrid color verification scheme (stripe brightness, BGR channel dominance, HSV hue fallback) reaches roughly 98% accuracy at close range, and a color-aware proportional controller tracks the geometric centerline between the blue and yellow boundaries, eliminating the straight-line oscillation of the baseline while keeping a graceful fallback to the density heuristic under camera failure.

YOLO failure frame: a blue cone labeled orange at 0.61 confidence
Technical Report YOLO Color Anomaly Detection for FSAE Driverless: From Ground-Truth Dataset Construction to an XGBoost Safety Gate
Daniel Ortiz Valencia
ECE553, Colorado State University, 2026
report/code soon

A two-phase system that detects and suppresses YOLO color misclassifications before they reach the path planner. Phase 1 builds a ground-truth dataset: a ROS2 bridge and four-stage spatial matching pipeline label 129,025 cone detections from the Formula Student Driverless Simulator, exposing a 2.52% baseline false-positive rate with orange cones failing at 24.4% (9.7x the mean). Phase 2 trains a two-model XGBoost Safety Gate, framed as supervised anomaly detection, on 17 features including five engineered context features (neighbor agreement, lateral outlier, relative size, corner flag, and a corner-by-prior interaction). On the held-out test set the system reaches F1 = 0.906, PR-AUC = 0.976, and ROC-AUC = 0.999, cutting incorrect color labels reaching the steering controller from 2.73% to roughly 0.24%, a 91% reduction in the failure mode that causes wrong lane assignment, at under 0.3ms per frame on a Raspberry Pi 4.

Structural comparison of SAC and PPO across experience reuse, update bound, exploration, reward changes, and sample cost
Technical Report Reinforcement Learning for Steering Control in the Formula Student Driverless Simulator: Structural Failure Modes of Soft Actor-Critic and the Case for PPO
Daniel Ortiz Valencia
Electrical & Computer Engineering, Colorado State University, 2026
report /code soon

A study of replacing a hand-coded reactive steering controller with a learned policy in the Formula Student Driverless Simulator. The work delivers a reproducible RL environment with a 41-dimensional cone observation, a single steering action, and a three-term reward, with the policy trained against ground-truth cones and warm-started by behavior cloning to isolate control from perception. Soft Actor-Critic was evaluated across six configurations and every run ended in collapse, traced to three structural properties of the algorithm rather than tuning: replay-buffer poisoning, automatic-entropy collapse, and catastrophic forgetting after reward changes. Proximal Policy Optimization is then adopted, whose on-policy formulation, trust-region clipping, and fixed entropy coefficient remove each failure mode by design at the cost of more environment interactions. The result is a validated training infrastructure and a catalogue of failure modes with recognizable training-log signatures.

Prizes & Awards

Recognition for engineering, leadership, and academic achievement.

Sep 2025

Featured in The Rocky Mountain Collegian

The Rocky Mountain Collegian

Featured for engineering work and leadership with CSU Ram Racing Formula SAE.

Aug 2025

Tesla Battery Sponsorship Recipient

Tesla

Team selected based on a high-voltage battery pack proposal for the FSAE EV accumulator.

Mar 2024

ECE 202 Sophomore Competition Winner

Colorado State University ECE Department

Won the department-wide product competition with a custom PCB and embedded system design.

Aug 2023

ECE Department Scholarship

Colorado State University ECE Department

Merit-based award for academic performance and contributions to ECE.

Feb 2023

NRHH Academic Achievement Award

National Residence Hall Honorary, CSU Chapter

Recognized for a 4.0 GPA and academic excellence.

Aug 2022

International Scholarship Award

Colorado State University

Merit-based scholarship for international students.

Jan 2022

Honor Tuition Award

Universidad de Nariño, Colombia

Highest GPA in cohort with a tuition waiver.

Jul 2020

Regional Recognition, Bachiller CONACED

Confederación Nacional Católica de Educación, Federación Pasto

Top-performing high school graduate in the region.

May 2020

Gloria de Martínez Prize

Gimnasio Los Andes

Perfect GPA, first student in school history to achieve this record.

Leadership

Building teams, programs, and engineering culture from the ground up.

Electrical Systems Officer
CSU Formula SAE
2025 to 2026

Lead 20 electrical and computer engineering students across HV systems, electronics, and driverless research. Delivered the program's first complete EV car to competition 2026.

EV Chief Engineer & Founder
CSU Formula SAE Electric
2024 to 2025

Founded Colorado's first university FSAE Electric program from nothing, only 2 people, no sponsors, no workspace. Scaled to 30+ members and 15+ sponsors in one year. Managed all subsystem teams and built a leadership pipeline that enabled the team to reach competition independently.

Electrical Systems Assistant Lead
CSU Formula SAE Combustion
2023 to 2024

Two-person electrical team delivering full vehicle electrical integration, controllers adding electronic shifting and a custom dashboard. Established documentation standards for team knowledge transfer.

Operations Lead
Healthcare Practice
Summer 2025

Led organizational restructuring for a 20-person team during rapid growth: defined reporting structure, closed financial leakages, and used data analysis to exit unprofitable investments. Reduced operational time ~20% while maintaining revenue.

Education

MIT logo
Massachusetts Institute of Technology
Coursework · Deep Learning
Jan 2026 · Winter
Selected for the in-person MIT 6.S191 course taught by Dr. Alexander Amini. Covered neural networks, CNNs, RNNs, and transformers.
Stanford University logo
Stanford University
Visiting Student · Engineering
May – Aug 2026 · Summer
Selected for a competitive technical and entrepreneurial immersion cohort at Stanford.
Colorado State University logo
Colorado State University
B.S. Computer Engineering
Aug 2022 – Dec 2026
Founded CSU's first FSAE Electric program. Embedded systems, signals, controls, and ECE core curriculum.
Universidad de Nariño logo
Universidad de Nariño
Physics
Sep 2020 – Dec 2022
Two years of undergraduate physics starting at 16. Calculus I–III, Linear Algebra, Physics I–II. Transitioned to the U.S. to continue engineering studies.