FINAL PROGRAM
Digital and In-person or Digital

Contents
Program at-a-Glance2

Introduction of SETC2022

3-4

Sponsors & Advertisers

5

Committee Members

6-7

Access to Venue

8-9

Venue

10 - 11

Opening Ceremony

12 - 13

Keynote Addresses

14

Poster Session

15

Exhibition

16 - 17

New Product Technology Session
Plenary Session

19
22 -28Banquet29

Awards & Closing Ceremony

32

Optional Tours

33

Session Timetable

37

Abstract of Technical Sessions

38 - 77

About Himeji

80 - 81

Useful Websites

82

Himeji City Map

83

SETC2023 Call for Papers

84-1-Program at-a-Glance
Time

Date

Mon., Oct. 31

Tue., Nov. 1

Wed., Nov. 2

Thu., Nov. 3

Technical Sessions& NPT Session

Technical Sessions& NPT Session

Networking Break

Networking BreakTechnical Sessions& NPT Session

Technical Sessions& NPT Session

Technical Sessions& NPT Session

Break / Lunch

15:00-16:00
16:00-17:00
17:00-18:00

Networking BreakTechnical Sessions& NPT Session

Exhibition

14:00-15:00

Opening Ceremony
Keynote Addresses

Plenary Session
Networking BreakTechnical Sessions& NPT Session

Networking BreakRegistration

Registration

13:00-14:00

Lunch

Exhibition & Poster Session

Lunch

12:00-13:00

Registration

11:00-12:00

Exhibition & Poster Session

Awards &Closing Ceremony

Technical Sessions& NPT Session

Networking Break

Networking BreakTechnical Sessions& NPT Session

Technical Sessions& NPT Session

Plenary Session

18:00-19:00
19:00-20:00
Banquet20:00-21:00
21:00-21:30
Note: Time is based on JST.
Event

Location

Arcrea HIMEJI(Himeji Culture andConvention Center)

Hotel Nikko Himeji

Room

Registration

Foyer in front of Exhibition Hall C

Poster Session

Exhibition Hall C

Opening Ceremony, Keynote Addresses,
Plenary Session, Awards & Closing Ceremony

Exhibition Hall C

Technical Sessions

Exhibition Hall C and Meeting rooms
on 4th Floor (407, 408, 409)

New Product Technology Sessions

Exhibition Hall C

Lunch

Exhibition Hall C

Exhibition & Networking BreakExhibition Hall C and Meeting rooms
on 4th Floor (403)

BanquetBallroom ‘Korin’ (3rd Floor)-2-

Registration

10:00-11:00

Optional Tour

09:00-10:00

Exhibition &Poster Session

08:00-09:00

Introduction of SETC2022
Theme
Challenges for Small Powertrains and Energy Systems
Technology in a Carbon Neutral Society
Since its first event in 1989, Small Powertrain and Energy systems Technology Conference (SETC)
continues to be the international technology conference for small powertrains and related products.
SETC is jointly held each year by the Society of Automotive Engineers of Japan, Inc. (JSAE) and SAE
International. JSAE is pleased to host the 26th SETC at Arcrea HIMEJI, Himeji Culture and Convention
Center, from October 31 through November 3, 2022 with the cooperation of Japan Land Engine
Manufacturers Association (LEMA).
The efforts that researchers and engineers, including SETC participants, must take in order to achieveboth carbon neutrality and the economy are diverse and have major challenges.
As the main theme, SETC2022 has chosen the technological challenges to realize carbon neutrality inorder to contribute to technological evolution and industrial promotion.
Although we had no option but to cancel two conferences of SETC in a row due to the tragic pandemic
caused by COVID-19, now, thanks to generous support of yours and painstaking efforts of thecommittee members, we have resumed the preparation for the coming conference of the year 2022.
We would like to express our deep appreciation. Also, together with local people of Himeji, the town of
the world famous castle, we are looking forward to the day to meet you in the renovated SETC2022.
(Be aware that, in the case of another surge of the pandemic, the conference could be operated online only.)

The History of SETCCity

Country

City

Country

1989

Milwaukee

USA

2009

PenangMalaysia

1991

Yokohama & Hamamatsu

Japan

2010

Linz

Austria

1993

Pisa

Italy

2011

Sapporo

Japan

1995

Milwaukee

USA

2012

MadisonUSA

1997

Yokohama

Japan

2013

TaipeiTaiwan

1999

Madison

USA

2014

Pisa

Italy

2001

Pisa

Italy

2015

Osaka

Japan

2002

Kyoto

Japan

2016

Charleston

USA

2003

MadisonUSA

2017

JakartaIndonesia

2004

Graz

Austria2018

Duesseldorf

Germany

2005

BangkokThailand2019

Hiroshima

Japan

2006

San Antonio

USA

2022

Himeji

Japan

2007

Niigata

Japan

2008

Milwaukee

USA

-3-

Introduction of SETC2022

This event has the Endorsement of FISITA.
Endorsed by FISITA acknowledges the highest quality international technical events and conferencesdelivered exclusively through the FISITA international membership network.
www.fisita.com-4-Sponsors & Advertisers
JSAE Small Powertrains and Energy Systems Technology Conference 2022 committees wish to express
sincere gratitude and appreciate strong support of the following companies to the conference. (As of Oct.
1st, 2022)

Sponsors

Program Advertisers
・Yamaha Motor Co., Ltd.
・SUZUKI MOTOR CORPORATION
・Honda Motor Co., Ltd.
・Hokuriku Light Metal Industry
・SCSK Corporation

・EXEDY Corporation
・HORIBA, Ltd.
・ATSENSE INC.
・Kawasaki Motors, Ltd.
・KUBOTA Corporation

Technical Exhibitions
・SUZUKI MOTOR CORPORATION
・Yamaha Motor Co., Ltd.
・TOSHIBA CORPORATION
・Reishauer
・KUBOTA Corporation
・Honda Motor Co., Ltd.
・ONO SOKKI CO., LTD.
・GS Yuasa Corporation
・APL Automotive Japan K.K.
・NAPINO AUTO & ELECTRONICS LTD.

・EXEDY Corporation・dSPACE Japan・Cambustion
・Kawasaki Motors, Ltd.
・Hexagon・SCSK Corporation
・TOYO Corporation
・SMT
・Mitsubishi Electric Corporation
・KOIWAI Co., Ltd.
・Nidec Elesys Corporation

Commercial between Sessions
・dSPACE Japan・Honda Motor Co., Ltd.
・Yamaha Motor Co., Ltd.

・Kawasaki Motors, Ltd.
・SUZUKI MOTOR CORPORATION
・KUBOTA Corporation
・EXEDY Corporation*Companies name are in random order
In association with Japan Marine Industry Association (JMIA)-5-

Committee Members
JSAE Honorary Committee 2022
Chair Seiichi Kai
Shigeyuki Higashi
Heiji Maruyama
Hideo Shoji
Tsuyoshi Tanaka
Ryushi Tsubota(Kawasaki Motors, Ltd.)(Japan Land Engine Manufacturers Association)(Yamaha Motor Co., Ltd.)(Nihon University)(SUZUKI MOTOR CORPORATION)(Honda Motor Co., Ltd.)JSAE Organizing Committee 2022
Chair Michihisa Nakagawa
Masaaki Ishibashi
Ryosuke Ishikawa
Tatsuo Kawano
Yuji Kouma
Tatsuya Kuboyama
Naoyoshi Kuragaki
Yohei Kurihara
Hirotaka Kurita
Tadao Okazaki
Shigeo Sano
Takashi Sugiura
Koji Yoshida(Kawasaki Motors, Ltd.)(Honda Motor Co., Ltd.)(SUZUKI MOTOR CORPORATION)(Kawasaki Motors, Ltd.)(Kawasaki Motors, Ltd.)(Chiba University)(Yamaha Motor Co., Ltd.)(SUZUKI MOTOR CORPORATION)(Yamaha Motor Co., Ltd.)(Japan Land Engine Manufacturers Association/Kubota Corporation)(Honda R&D Co., Ltd.)(Honda Motor Co., Ltd.)(Nihon University)

JSAE Technical Committee 2022
Chair Hiroya Ueda
Yuji Araki
Akira Iijima
Jun Ishikawa
Tatsuya Kuboyama
Yuji Mihara
Takashi Mitome
Toru Nakazono
Keisuke Namekawa
Gaku Naoe
Ken’ichi Ohmori
Tadao Okazaki
Masahito Saito
Shigeho Sakoda
Hisayuki Sugita
Wataru Yamamoto
Koji Yoshida(Honda Motor Co., Ltd.)(Yamaha Motor Co., Ltd.)(Nihon University)(Honda Motor Co., Ltd.)(Chiba University)(Tokyo City University)(SUZUKI MOTOR CORPORATION)(Japan Land Engine Manufacturers Association/Yanmar Co., Ltd.)(SUZUKI MOTOR CORPORATION)(Honda R&D Co., Ltd.)(Honda R&D Co., Ltd.)(Japan Land Engine Manufacturers Association/Kubota Corporation)(Kawasaki Heavy Industries, Ltd.)(Yamaha Motor Co., Ltd.)(SUZUKI MOTOR CORPORATION)(Kawasaki Motors, Ltd.)(Nihon University)-6-Committee Members
JSAE General Committee
Chair Takashi Mitome
Yasuyuki Muramatsu
Michihisa Nakagawa
Tadao Okazaki
Hiroya Ueda
Koji Yoshida(SUZUKI MOTOR CORPORATION)(Yamaha Motor Co., Ltd.)(Kawasaki Motors, Ltd.)(Japan Land Engine Manufacturers Association/Kubota Corporation)(Honda Motor Co., Ltd.)(Nihon University)

SAE Technical Committee 2022
Chair Stephan Schmidt
Kai Beck
Mikael Bergman
Giovanni Ferrara
Ken Fosaaen
Jason Hanthorn
Maurice Kettner
Paul Litke
Justin Magri
Maurizio Marcacci
Simona Merola
Scott Miers
Arun RavindranPaul Richards
Leonid Tartakovsky
Jürgen Tromayer
Christopher von Hiller(Graz University of Technology)(Andreas Stihl AG & Co. KG)(Husqvarna AB)(University of Florence)(Kerdea Technologies, Inc.)(The Lubrizol Corporation)(Karlsruhe University of Applied Sciences)(U.S. Air Force)(Robert Bosch GmbH)(Piaggio & C. SpA)(Institute of Sciences and Technologies for Sustainable Energy and Mobility)(Michigan Technological University)(Cummins Inc.)(Consultant)(Technion – Israel Institute of Technology)(Graz University of Technology)(Andreas Stihl AG & Co. KG)-7-

Access to Venue -1By railway
Just 3 hours' ride of the Nozomi Shinkansen from Tokyo plus 15 minutes' walk will bring you tothe venue without any trouble. Providing comfortable hotels and cozy restaurants conveniently
located around the station, the city of Himeji welcomes you.
Please be aware that some of Nozomi Shinkansens pass Himeji station. It is highly recommended
to check out the timetable in advance or ask advice of JR, the railway company.

3h

1 h 20 min

45 min30 min15 min20 min1h2h

3 h 30 min

60 min from Osaka・・・special rapid service: Osaka Sta. → (20 min) Sannomiya Sta. → (40 min) → Himeji Sta.

By planeKansai International Airport

50 min: Kansai-Airport Express “HARUKA”

80 min: limousine bus (direct)

Kobe Airport

60 min: Port Liner + JR train (direct)

15 min walkOsaka (Itami) Airport

Arcrea HIMEJI

40 min: Shinkansen

Himeji Station

Shin-Osaka Station*The JAPAN RAIL PASS is valid for all JR Group Railways and Shinkansen “bullet trains”,
limited express trains, express trains, and rapid or local trains, except any reserved or
non-reserved seat on “NOZOMI” and “MIZUHO” trains. The pass holders must take
“HIKARI,” “SAKURA,” or “KODAMA,” trains.

-8-

Access to Venue -2From Himeji Sta.

About 15 min walk from
Himeji Station-9-

VenueArcrea HIMEJI (Himeji Culture and Convention Center)

Exterior and interior views and the layouts of the conference sites- 10 -

VenueArcrea HIMEJI (Himeji Culture and Convention Center)■ Lunch- Your box lunch can be picked up at the “Exhibition Hall C”.
■ Free Wi-Fi Service- Available in the building■ Baggage Lockers- Available on the first floor (1F)
■ Smoking- Not allowed in the whole building- Smoking area is located at outside of the building.

- 11 -

Opening Ceremony
Date:
Time:
Place:

Monday, October 31
13:30 - 14:00
Exhibition Hall C, 1F

Welcome Remarks from Himeji
I am very pleased to be able to gather with everyone in a hybrid format
for the 26th Small Powertrains and Energy Systems Technology
Conference (SETC2022), within the conditions of the COVID-19 pandemic.
The SETC is an international conference focusing on technologies related
to small engines and their applied products, such as motorcycles. In 1989,
the first SETC took place in Milwaukee, U.S., and since then it has been
hosted internationally and we have now reached the 26th conference. I
would like to express my deepest respect for the efforts of the Society ofAutomotive Engineers of Japan, Inc. (JSAE) and the concerned people torealize this conference here in Himeji.

Hideyasu Kiyomoto
Mayor, City of Himeji

Himeji City is a city with history and culture embodied by the UNESCOWorld Heritage Site, Himeji Castle and one of the leading commercial andindustrial cities in Japan, with its shipment value of manufactured goods
exceeding 2 trillion yen. This area has unique local resources which havebeen inherited from past generations such as cultural assets, festivals,
traditional crafts and local industries.

“Arcrea Himeji”, the venue of this conference, is a convention facility which opened in September 2021
and functions as an international facility. It was named “Arcrea” in hopes that it would act as an arc,
generating many creations in the future.
To conclude, I hope that, here in our prospering city of Himeji, the participants of this conference areable to deepen their friendly relations and have many opportunities to inspire technologicaladvancements which will support our daily lives.

Welcome Remarks - JSAE
1982 March
1984 March
1985 April
1985‐2003
2003‐20092009‐201 1
201 1 ‐20182018 May‐

Yuichi Azuma

Graduated from Bachelor Course of Material
Engineering in Tokai University
Graduated from Master Course of Material
Engineering in Tokai University
Joined Honda R&D Co., Ltd
Engineer of metal materials
Materials Engineering Division of Automobile
Manager, Materials Engineering Division of Automobile
Executive Director,
Materials Engineering Division of Automobile
Chief Officer, Automobile Materials Technology
Joined the Society of Automotive Engineers of Japan,
Inc. as Executive Director

Society of Automotive
Engineers of Japan, Inc.
(JSAE)
Executive Director- 12 -

Opening Ceremony
Date:
Time:
Place:

Monday, October 31
13:30 - 14:00
Exhibition Hall C, 1F

Welcome Remarks – SAE International
Education:
2004 Master Degree (Dipl.-Ing.) of mechanical engineering,
KIT - Karlsruhe Institute of Technology
2016 Doctorate in engineering science (Dr.-Ing.), KIT Karlsruhe Institute of Technology
2017 Certified Tester Foundation Level - ISTQB (CTFL)

Career:Kai Beck
Chair of General Committee,
SAE International
Manager, Electric andCordless Tools Validation andTestingAndreas Stihl AG & Co. KG

2004 IAVF Antriebstechnik GmbH (Member of the APL Group), Karlsruhe
Project Engineer for wear and function tests on automotiveengines with the Radio Nuclide Measurement Technique (RNT)2006

KIT - Karlsruhe Institute of Technology, Institute of Internal
Combustion Engines(IFKM, Head: Prof. U. Spicher)
Research Associate and project supervisor in the field of researchand development for combustion engines for hand-held tools

2012

MOT Forschungs - und Entwicklungsgesellschaft fürMotorentechnik, Optik und Thermodynamik mbH, KarlsruheHead of Engine Technology / Off-Highway Applications / Fuels

2017

ANDREAS STIHL AG & Co. KG, Waiblingen
Manager – “Verification and Testing” for battery
products and responsible for the test bench operation as well as
the development of testing technology- 13 -

Keynote Addresses
Date:
Time:
Place:

Monday, October 31
14:00 - 15:00
Exhibition Hall C, 1F

Between the priorities of technical progress
and legal regulations

Speech Theme

Education:
1997 – 2002
2000 – 2001
2003 – 2004

M.A.: History of Eastern Europe, European Politics
University of Göttingen − Göttingen
Bachelor Studies: History and Philosophy
University of Wales − Lampeter
Master of European Studies: Politics, Economics,
Law Center for European Integration Studies − Bonn

Career:Robert OlmaVice President,
Global Governmental Relations,
ANDREAS STIHL AG & Co. KG

Speech Theme

02/2005 - 10/2008
01/2009 - 07/2012
08/2012 - 12/2017
01/2018 - 08/2021
09/202 1 -Head of Office of Member of European Parliament
European Parliament – Brussels
Business Director, EU.select GmbH − Brussels
Senior Consultant, EUTOP Brussels SPRL − Brussels
Director, EUTOP Brussels SPRL − Brussels
Vice President Global Governmental Relations
ANDREAS STIHL AG & Co. KG − Waiblingen

Technological Perspective from Himeji Castle – Suggestions
for Evolutionary Innovation toward Carbon-Neutrality
Kawasaki Heavy Industries, Ltd. (till September, 2021)
1989 – 2005
2006 – 2010
20 1 1 – 20 12
20 12 – 20 18

Seiichi Kai
Executive Officer,
General Manager, Research &Development Division,
Kawasaki Motors, Ltd.

20 18 – 2021
202 1 –Engineer, Engine design for general purpose engines
and motorcycles, Research & Development Division
Manager, Section 1, Engineering Department 3,
Research & Development Division
Senior Manager, Engineering Department 4, Research &Development Division
Senior Staff Officer in charge of engineering design,
Research & Development Division
Associate Officer, General Manager, Quality Assurance
Division
Executive Officer, General Manager, Research &Development Division

Kawasaki Motors, Ltd. (since October, 2021)
202 1 –

Executive Officer, General Manager, Research &Development Division- 14 -

Poster Session
Poster Sessions for Academia
1st November
1. Vehicle Engine Laboratory, Meijo University

Prof. Kohei Nakashima

Observation of Axial Behavior of Piston Rings in a Two-Stroke Engine with Back Light of LEDs mounted inside Piston
We developed an experimental two-stroke engine with a transparent cylinder and a piston with LEDs mounted on its inside,
so that we can observe the axial ring behavior with the light leaked through the side clearance between the ring side face
and the ring groove side face. Using this engine, we investigated the influences of the cylinder ports and the pistonbehavior on axial behavior of the top and second rings.

2. Machine Elements Lab., Kyoto University

Prof. Tomoko Hirayama

Micro-Dimple Effect and Its Mechanism for Friction Reduction of Plain Contact under Mixed Lubrication
In this study, friction tests were conducted to determine the optimum depth of micro dimples effective in reducing frictionof plain contact under mixed lubrication. In addition, the lubricant flow in the gap around micro dimples was visualized byfluorescence microscopy to elucidate the friction reduction mechanism.

3. Iijima Lab., Nihon University

Ryo lgarashi

2st Opposed Piston Engine Research and Development for Series Hybrid System
This engine is assumption that will use for power generation. Characteristics are high power, low vibration or noise, andhigh efficiency. We succeed engine test run through designing component. Currently, we are trying the Performancemeasurement for this engine and compared Single-Cylinder.

2nd November
4. Advanced Research Lab., Tokyo City University

Tatsuro Kichima

Numerical Study on the Effect of Injection Timing on Mixture Formation in Jet-Plume-Controlled Direct-Injection Near-zero
Emission Hydrogen Engines
In direct injection hydrogen engines, the Plume Ignition and Combustion Concept (PCC) developed by the authors has been
applied to improve thermal efficiency and reduce NOx emissions. In this study, the characteristics of the PCC combustion
mixture formation were verified by numerical analysis based on experimental data of different injection timing.

5. Engine Research Lab., Tokyo City University

Yohsuke Inoue

Effect of Piston Skirt Diameter and Profile on Piston-to-Cylinder Friction ForceIn this study, friction force was measured on single-cylinder floating liner engines with different diameters and profiles ofthe piston skirt. The friction reduction effect was evaluated by FMEP, 10% to 30% reduction was achieved with smaller
piston skirt diameters. In addition, friction reduction of up to 25% was achieved with the profile modification, especially on
the low revolution side.

6. Engine Research Lab., Tokyo City University

Riki Chida

Study on Oil Film Behavior and Vibration Transmission Characteristics between Crank Journals and Plain Bearings
To understand the vibration transmission characteristics through the oil film between the crank journal and the plain
bearing, vibration was measured using an engine bearing tester. Frequency analysis of the measured vibrations indicatedno peak in the natural frequency, suggesting the vibration transfer characteristics were due to the oil film.

7. Engine Research Lab., Tokyo City University

Masashi Shirai

Experimental Validation to Improve the Accuracy of Calculations to Predict Lubricating Oil Consumption
To improve the accuracy of the lubricant oil consumption (LOC) prediction method, the amount of LOC was measured by the
S-trace method. By measuring the oil film thickness and pressure at the piston land, we compared our experimental andcalculated results. In this session we introduce the flow near the oil ring.

3rd November
8. Motorsports Engineering, University of North Carolina – CharlotteProf. Norman Garrett

Development of a Rotary Valve Engine for Handheld Equipment
A multi-position 4-Stroke piston engine utilizing a novel rotary valve system was developed for handheld outdoor power
equipment. The intent of the project was to create a low-emission 4-Stroke engine with 2-Stroke performance levels
including high RPM limits and power output. This was accomplished using a rotary valve system in lieu of the typical poppet
valves of traditional 4-Stroke engines.

Short presentation schedule (5 minutes presentation for each poster.)
1st November

Poster number

2nd November

Poster number

3rd November

Poster number

12:30-13:00

1, 2, 3

12:30-13:00

4, 5, 6, 7

11:00-11:15

8- 15 -

Exhibition
Period:Place:

Monday, October 31 through Thursday, November 3
Exhibition Hall C 1F and Room 403 4F

Opening Hours
Monday, October 31

13:30 to 18:00

Tuesday, November 1

09:00 to 18:00

Wednesday, November 2

09:00 to 18:00

Thursday, November 3

09:00 to 1 1:30

Floor Plan
Exhibition Hall C

List of Exhibitors
1) SMT Japan2-7) Honda Motor Co., Ltd.

8) KOIWAI Co., Ltd

9) TOYO Corporation

10-11) NAPINO AUTOMOTIVE & ELECTRONICS LTD.
12) PRUFREX Innovative Power Products GmbH

13-15) SUZUKI MOTOR CORPORATION

16-20) YAMAHA MOTOR CO., LTD.

21-23) Kubota Corporation

24-27) Kawasaki Motors, Ltd.

28-29) Mitsubishi Electric Corporation30) dSPACE Japan K.K.

31) Conflux Technology32) ONO SOKKI CO.,LTD33-34) Hexagon

35) TOSHIBA CORPORATION

36-37) EXEDY Corporation

38) Kaaz Corporation

39) NIDEC ELESYS CORPORATION- 16 -

Exhibition*Special Exhibition in Lecture Hall
【Hydrogen Engine Study Activity;
DENSO, Honda, Kawasaki, SUZUKI, TOYOTA, Yamaha】

4F Room 403

1) GS Yuasa Corporation

2) SCSK Corporation

3) Reishauer AG

4) APL Automotive Japan K.K.

5) Cambustion Ltd- 17 -

New Product Technology Session
The new session called the “New Product Technology Session (NPTS)” was set up to provide a forum fordiscussion from a technological perspective on the results of products and services as an outlet fortechnology, with the expectation that it will encourage further technological evolution and contribute to
the promotion of related businesses.
The NPTS will introduce a wide range of new products, services, manufacturing devices, development
tools including software and other new items from technical perspectives.
In the technical field handled by SETC, the various products and services are produced around theworld every day, and the latest technologies are used to enhance customer value. This session will
focus on the technologies that make them possible and will show the superiority and novelty offunctions, performance advantages, and value propositions related to the products and services.
Leading to further technological evolution and value creation are expected through this session.
A new venue layout concept called the “Co-Location concept” was adopted in the NPTS. By holding thissession in the same hall as the exhibition, the participants are able to discuss the content of thepresentations at the session while looking at the product itself or the product catalog. It is also
expected to promote networking.

Communication between presenters, exhibitors and all participants
NPTS presentation will be held in the exhibition hall

Catalog distribution

Co-location

Interaction between participantsand exhibitors

Discussing about the products orservices with the participants of SETC

Product Technology

Discussing/Connection

Introduction/Conversation

Exhibition

The scope covered in this session is as follows.
Technology presentation on- products sold or shortly planned to be sold in the market.
- services provided or shortly planned to be provided in the market using the products.
- manufacturing devices of the products.
- development equipment of the products (e.g., measuring equipment).
- software for development or manufacturing of the products.
Please refer to the document uploaded at the SETC2022 web site (https://www.setc-jsae.com/npts.html)
for more information.

- 19 -Plenary Session
Main Theme
Hydrogen energy
The plenary session will focus on to achieve a Carbon Neutral (CN) society. As discussed at COP21 and the UN
Climate Change Summit, the goal of a CN society is to achieve 45% reduction in greenhouse gas emissions by
2030 and zero net emissions by 2050, but there are many technological challenges and hydrogen will be one of
key energy sources to overcome to achieve these goals.
To discuss this theme, we considered that the content and difficulty level of the challenges involved in achieving
CO2 reduction and net zero emissions will vary from year to year. Therefore, in this plenary session, we decided
to set two target terms as Vision, and provide a forum for discussion and debate on each term. The session thatsets the final goal of zero net emissions in 2050 is called Vision 2050. The second, Vision 2030, was set as amilestone on the road to the final goal, 45% reduction target for greenhouse gas emissions in 2030.

Date:
Time:
Place:

Tuesday, November 1
13:00 - 14:30
Exhibition Hall C, 1F

Vision 2030 Theme
To 45% reduce the net CO2 emissions toward 2030
The challenge for the next eight years of Vision 2030 is to reduce CO 2 emissions from existing products
currently in operation, while targeting drastic market-wide changes in power generation methods, production
plant technologies, and technologies for transportation, industrial machinery, and ships, which are the main
contributors to CO2 emissions issue.

Moderator
Career2015 - Director of Engine Research Center (HEET) for Advanced Research Center2012 - Professor at Tokyo City University
2003 - Associate Professor and visiting researcher in Duke University in the
United States
1 9 96 - Assistant at Musashi Institute of Technology

Education
1995 - Ph.D. at Musashi Institute of Technology (currently Tokyo City University (TCU)

AwardsYuuji Mihara
Professor,
Department of MechanicalEngineering, Faculty of
Science and Engineering
Tokyo City University

2020 - JAPAN SOCIETY FOR DESIGN ENGINEERING The Most Interesting ReadingsAward2020 - Japanese Society of Tribologists Best paper Award2 0 1 3 - 2012 JSAE annual congress (autumn) Excellent Technical Paper Presentation
Awards2010 - ICBIR 2010, International Conference of Business and Industrial Research
Excellent Paper Award
2009 - SAE International Arch T. Colwell Merit Award
2004 - CIMAC（International Council on Combustion Engines）Grand Prize

Academic/Social Activities
2 00 8 - present
2 00 8 - present
2 00 8 - present
2 0 1 5 - present
2 0 1 7 - present
2 0 1 7 - present
2 0 2 1 - present

Society of Automotive Engineers of JapanThe Japan Society of Mechanical Engineers
Japanese Society of Tribologists
Japan Land Engine Manufacturers Association
Japan Lubricating Oil Society
Research Association of Automotive Internal Combustion Engines
HOKKAIDO ENVIRONMENT FOUNDATION- 22 -

Plenary Session
Speaker
Subject

To realize carbon neutrality of automobiles, green energy policy is indispensable!
At the United Nations Climate Action Summit in September 2019, Secretary-General António Guterres warned
that unless the rise in global average temperature since the industrial revolution is kept below 1.5°C, humanity
will not be able to escape from the chain of climate crisis.
In response to this, the heads of governments of various countries have announced one after another that from2030 to 2035, they will ban the sale of engine-powered vehicles and electrify their vehicles with an emphasis onelectric vehicles (EVs). If you analyze the background, you will see that it is too childish. It is not a strategy
backed by strong green energy policy and technology.
Above all, the EU Commission, European governments and manufacturers' overemphasis on BEV is a strategy
without users, and cannot gain users' trust. It is easy to imagine that it will eventually go bankrupt.
I would like to unravel the story behind why European governments and automakers are so obsessed with
BEVs.
I also present a scenario for reducing CO2 emissions of owned vehicles by 45% compared to 2010 by 2030, basedon technical background and customer demands.
Not only for automobiles, but also for two-wheeled vehicles, farming machines, construction machines, etc.,
ultra-compact and small ones use motor drive systems with small battery mounting capacity, and medium andlarge ones use internal combustion engines that use green fuel with high energy density. etc.

CareerAfter joining Toyota Motor Corporation in April 1980, engaged in engine
design and development for 31 years. I became a professor, Aichi Instituteof Technology in 2011, and a visiting professor from April 2018, providing
consulting and lecture activities as an advisor to automobile-relatedcompanies.
Education
1978 Bachelor, Dept. of Engineering, Okayama University
1980 Master course, Engineering, Okayama University

Toshio Fujimura
Dr. / Visiting professor
Aichi Institute ofTechnology, Japan

Academic/Social Activities
・ The Japan Society of Mechanical Engineers
・ Society of Automotive Engineers of Japan
Awards・ Japan Society of Mechanical Engineers Award Technology Award「Diesel PM, NOx simultaneous reduction catalyst system」2003.4“Borchers Award” for doctor thesis
Research Subject
・ Analysis of automotive and environmental technology strategies- 23 -

Plenary Session
Speaker
Subject

Synthesis of liquid fuel from carbon dioxide, water, and renewable energy
In order to keep the concentration of carbon dioxide in the atmosphere, fuel must be produced without using
fossil resources. Hydrocarbon-based liquid fuel can be produced by using hydrogen obtained by electrolyzingwater with renewable energy and carbon dioxide recovered from the atmosphere. There is a method tosynthesize of liquid hydrocarbons by reducing CO2 to CO with hydrogen and subsequently reacting the obtained
CO with hydrogen. The former reaction is called the reverse water gas shift, and the latter reaction is called the
Fischer-Tropsch (FT) synthesis. The FT synthesis reaction uses cobalt- or iron-based catalyst and is performed
under the conditions of 200-350°C and 1-3 MPa. The products are linear hydrocarbons, and their carbon number
is obtained according to the ASF rule. Since the product is a mixture like crude oil, so separation is necessary toobtain the desired fractions. The FT synthesis reaction itself is not a new method, but we must consider how to
combine hydrogen production using renewable power and CO2 recovery from the atmosphere, and on whatscale and cost we can produce it.

CareerTosoh Corp.
1988-1993
Tokyo Gas Co. Ltd.
1994-2005
2006-present 2006-present Seikei University
Education
1988 Master of Engineering, Waseda University
1999 Doctor of Engineering, Waseda Universit

Shigeo Satokawa
Professor
Department of Science andTechnology
Faculty of Science andTechnology,
Seikei University- 24 -

Plenary Session
Date:
Time:
Place:

Wednesday, November 2
15:30 - 18:00
Exhibition Hall C, 1F

Vision 2050 Theme
To achieve the Zero net CO2 emission by hydrogen in 2050
Clarifying major technologies to realize a carbon-neutral society, SETC2022 theme, is one of the most important
topics in engine society. Power sources in small engine technologies is also required to follow this target. There
are several energy sources available for the requirement: hydrogen, biofuels, ammonia, electricity, etc. Amongthese energy sources, hydrogen may have the largest potential for the future power sources.
This session in SETC2022 provides opportunity to discuss the potential of hydrogen energy. The speakers willshow options of future power sources in automobiles and structure of hydrogen supply systems in the coming
decades. They will also show the result of national demonstration-project of hydrogen energy systems in
Fukushima, and they will explain a project of BMW on fuel cell technologies. After the speech of each panelist,
discussion is made on the potential of hydrogen energy in the small power train area for realization of acarbon-neutral society.

Moderator
Professional Experience
1982 - 1984 Assistant Professor Dept. of Mechanical Engineering,
Hokkaido University
1984 - 2003 Associate Professor Div. of Mechanical Science,
Hokkaido University
Div. of Energy and Environmental Systems,
2003 - 2019 Professor
Hokkaido University
2019 Present President
Hokkaido Polytechnic College

Takemi Chikahisa
Ph.D
President, Hokkaido
Polytechnic College
Professor Emeritus(Hokkaido University)

Education
1976 Bachelor, Dept. of Engineering, Hokkaido University
1978 Master, Graduate School of Engineering, Hokkaido University
1980 Master of Science, University of Wisconsin-Madison
2000 Doctor of Philosophy, Hokkaido University
AwardsJSME Medals for Outstanding Papers (Two times), Thermal EngineeringAward for Outstanding Academic Contribution of JSME, Engine Systems
Award for Academic Achievement of JSME, The Scientific Contribution
Award of JSAE, etc.
Research Backgrounds
In Hokkaido University, he made research on transport phenomena in fuelcell, combustion control in engines, and analysis of optimal energy systemin the future. He is now a president of Hokkaido Polytechnic College, oneof the ten colleges belonging to Ministry of Health, Labor and Welfare in
Japan.

- 25 -

Plenary Session
Speaker
Subject

Demonstration research on hydrogen energy carriers in Fukushima
Renewable Energy institute, AIST (FREA)
In the lecture, it is explained the role of renewable energy, which is being implemented as an effective way toachieve carbon neutrality in 2050, hydrogen energy carriers that connect various energy consumption sectors,
and recent activities of the national institute of advanced industrial science and technology (AIST) developinghydrogen energy carrier manufacturing and utilization technology.

Career2004
Starting a Research scientist of AIST2010.3 - 2011.10 Visiting Scientist of Lawrence Livermore National
Laboratory, US
2012.8 - 2013.7 Group leader, Planning office, AIST2013.1 - 2022.3 Team leader of hydrogen energy carrier teamTeam leader of hydrogen energy carrier utilization team setting
2022.4 -Taku Tsujimura
Doctor of Engineering /Team Leader, National
Institute of Advanced
Industrial Science andTechnology (AIST)

Education
1995 Bachelor, Dept. of Engineering, Doshisha University
1999 Master course, Engineering, Graduate School, Doshisha University
2001 Doctor course, Graduate School, Doshisha University
2004 Earned Doctor of Philosophy, Graduate School, Doshisha University
Awards
2006 JIME (The Japan Institute of Marine Engineering) Encouragement award
2008 JSME (The Japan Society of Mechanical Engineers) Encouragement award
2016 Combustion society of Japan Encouragement award
2020 Combustion society of Japan Outstanding paper award
Research Subject
・ Combustion diagnostics
・ Chemical kinetic modeling・ Renewable energy and its storage
・ Production and utilization technologies of hydrogen energy carriers- 26 -

Plenary Session
Speaker
Subject

International Hydrogen Supply Chain
The effort of CO2 emission reduction is significantly promoting all over the world toward CO2 neutral around2050.In Japan, also energy security are very important issues due to scarce of energy resources. Introducing
large-mass-hydrogen-energy is being expected to expand hydrogen application, or to solve the energy issues
of Japan.
In December 2017, the Japanese government announced a Basic Hydrogen Strategy for introducing hydrogenenergy supply chain. Under these circumstances, imported CO2-free hydrogen will be one of the solutions forenergy security and CO2 reduction.
To achieve this, a pilot demonstration had been already operated in 2021 to 2022 aiming at commercialization of
CO2-free hydrogen supply chain in the period of 2030’s. The pilot demonstration was comprised of hydrogenproduction from Australian brown coal, local transportation, loading liquefied hydrogen on the bulk carrier,world’s first offshore transportation of large volume of liquefied hydrogen between Japan and Australia, andunloading at the Kobe terminal.
Kawasaki Heavy Industries, Ltd. has been promoting the “Hydrogen Energy Supply Chain (HESC)” Project andconducting related R&D activities. In this presentation the followings are shown: movement of the world towardhydrogen utilization, concept of the supply chain, technology development and progress of the projects includinghydrogen gas turbine demonstration.

CareerJoined Kawasaki Heavy Industries, after graduating from 1996 Kobe
University.
Engaged in developing coal-firing boilers for power generation, waste
incinerator and motorcycle gasoline engine.
Responsible for various projects for realizing hydrogen energy from 2013.

Takashi Yoshiyama
Senior Manager
Pilot Project
Promotion Department /Project Group /Hydrogen Strategy Division
Kawasaki Heavy
Industries, Ltd.

Education
Graduate School of Engineering, Kobe University
Department of Mechanical Engineering
Science and Technology (Master’s Program)Research Subject
Mechanical Engineering (Energy, Combustion, Heat Transfer)- 27 -

Plenary Session
Speaker
Subject

BMW iX5 Hydrogen and Fuel Cell Technology
In the last few years, hydrogen has been shown to be most likely energy carrier to complement electricity
because hydrogen can be transported easily even over long distances and can be stored over long periods oftime. Just like natural gas today, even re-using a lot of the infrastructure that already exists for natural gas.
Hydrogen technology will complement electricity in the energy system transition. What’s true for the overall
energy system is also true for each sector, in particular mobility with its diverse requirements.
That’s why BMW is convinced that multiple technologies are required to fulfill all customer mobility needs. BMW
has already successfully launched many electrified models – both battery electric and plug-hybrids. By 2030,
more than 50% of the global sales are expected to be battery electric vehicles.
In the longer perspective, hydrogen fuel cell electric vehicles can become the second zero emission technology
for a decarbonized future. Both battery electric vehicles and hydrogen vehicles complement each other. They
are not competing technologies. In fact, hydrogen vehicles are electric vehicles with all the benefits like great
acceleration, silent ride and zero emission. The only difference is that the energy is stored in the form ofhydrogen rather than electricity in a battery. The main benefit is that a hydrogen vehicle can be refueled up in
just 3 to 4 minutes. This feature is interesting for some customers and applications.
BMW recently introduced the BMW iX5 Hydrogen vehicle. The development took several years and involved
many partners at universities and industry.
The system combines a powerful fuel cell system with a small, but very powerful battery for additional
acceleration and energy regeneration while braking.
Two tanks carry almost 6kg of hydrogen. This gives a range of up to 500 km. The only exhaust is water vapor.
Starting end of this year, BMW will produce a small demonstration fleet of the iX5 Hydrogen vehicles. They will
not be sold or leased yet, but used to test the public response for a possible later mass production.
What’s very important for potential customers, however, is a sufficient hydrogen refueling station network. In
the rollout of hydrogen in mobility and transport, synergies should be exploited between trucks, busses andcars when building a hydrogen infrastructure to save cost. The European Commission has proposed to build a
network of hydrogen refueling stations with the AFIR framework which will kick-start hydrogen applications inroad transport.

CareerLeadership positions at BMW Group:
1997 Department Manager Advanced Chassis Engineering
2005 Chief Engineer für BMW X6 ActiveHybrid2010 Vice President Chassis R&D
2018 General Manager Hydrogen

Jürgen Guldner
Ph.D
General Manager
Hydrogen Technology
and Vehicle Projects,
BMW Group.

Education
1992 Master of Science in Electrical Engineering, Clemson University,
South Carolina (USA)1995 Ph.D. in Controls and Robotics, Technical University of Munich (Germany)
1997 PostDoc at PATH Program, University of California at Berkeley (USA)Awards1991 Fulbright Scholarship (for Master’s Program at Clemson)
1993 DAAD Scholarship (for 3-months study at Tokio University)
1995 Award for PhD Thesis (DLR, Germany)- 28 -

Banquet
Date:
Time:
Place:

Wednesday, November 2
19:00 - 21:30
Hotel Nikko HimejiThis banquet is an excellent opportunity to get together and mingle with your friends spending thenight of the conference.
Hotel Nikko Himeji is a landmark hotel in Himeji, and it is locatedjust in front of JR Himeji Station. The banquet will be served atballroom “Korin,” on the 3rd floor of the hotel. A cloakroom isnext to the ballroom.
The hotel has obtained the COVID-19 safety approval by Hyogo
prefectural authority for the banquet with appropriate preventive
measures against COVID-19, such as a thermography for fever
screening, alcoholic based sanitizers, transparent partitions, etc.
So, the guests can enjoy dinner at ease.
During the banquet, the guests can enjoy traditional Japaneselion dance show (Shishi-mai) handed down in Funatsu town
located in north-eastern Himeji-city. The Shishi-mai was
originally begun with a wish for recovery from massive fire which
occurred in the town 200 years ago. The guest would experience
the traditional Japanese performing art of Shishi-mai.

Directions
Hotel Nikko Himeji is conveniently located from Arcrea HIMEJI. You can reach Hotel Nikko Himeji by 15
minutes’ walk from a pedestrian deck of Arcrea HIMEJI through a side walk along with JR line. A
shuttle bus (one way from Arcrea HIMEJI to Hotel Nikko Himeji) is also available for the guests.

Note: attendance fee: JPY 6,050 (Tax is included)
Online registration is required. No ticket available on the day unless there is any vacancy
occurred by cancellation. A person without registration may be declined to apply an
on-site registration or put on the waiting list depending on the situation.
- 29 -

KWWSVJOREDOKRQGD

Awards & Closing Ceremony
Date:
Time:
Place:

Thursday, November 3
11:30- 12:30
Exhibition Hall C, 1F

The ceremony will begin by the conference summary, and the announcement of the eachprize awardees will follow.

The Summary of the Conference
Hiroya Ueda will announce the summary at the beginning of the ceremony.

AwardsAwardees will be announced and given certificates in recognition of:・High Quality Paper Awards for Technical Papers

10 papers

・The Best Paper Award for Technical Papers

One out of the 10 High Quality Papers

・High Quality Presentation Awards for Technical Papers

5 Presenting authors

・High Quality Presentation Awards for NPT Papers

3 Presenting authors

・The Best Poster Award

1 poster・The Best Collegiate Event Award

1 paper

Announcement & Introduction of SETC2023
Kai Beck will announce and introduce the next SETC to be held in the USA.

Farewell Remarks
Michihisa Nakagawa will make farewell remarks at the end of the ceremony.

- 32 -

Optional Tour
DATE:
TIME:

Thursday, November 3
13:00 - 17:30

The technical visit, that has been a customary event of SETC, will not be held during SETC2022 due toscheduling restrictions. Instead, we planned a half-day tour to the historic Himeji Castle and atime-honored Sake brewery, which we believe will offer a good opportunity for the participants to
explore the cultural aspect of the city. The tour will depart from Arcrea HIMEJI on November 3rd at
13:00 after the closing ceremony of SETC2022.
At Himeji Castle, a World Heritage Site, you will enjoy the guided tour in its vast grounds including theinterior of the castle tower, one of Japan’s National Treasure. At Nadagiku Sake Brewery, you will begreeted by the savor of old sake brewery that retains the appearance of its founding in 1910. Afterwalking through the brewery, you can enjoy sake tasting and shopping for sake-related products.

12:40-13:00
Registration at
Arcrea HIMEJI

17:30
13:00
Departure

World Heritage Himeji Castle

HIMEJICASTLENADAGIKU
BREWERY

Arrive at
Himeji
StationIn the year 1333, Norimura Akamatsu (Enshin) built a fortress on
Himeyama. Afterwards, Himeji Castle was expanded by feudallords; Hideyoshi Toyotomi, Terumasa Ikeda, Tadamasa Honda andothers, until it came into being in its entirety, as we see it today, in
1617.
Because of its shape and brilliant white exterior, as it stands out
against the blue sky, it looks like a white egret flying up from thewater, and so it is known familiarly as White Egret Castle.
In 1993 Himeji Castle was designated as Japan’s first World Cultural
Heritage site by UNESCO. It was acclaimed for “the degree of
perfection of its wooden architecture, among the best in Japan, anduniquely outstanding internationally as well”, and for being “anexcellent example of early 17th century castle architecture at its
peak, with exceptionally well-preserved wooden structures in theform of the keeps, turrets, and plaster walls, and engineering
structures such as the stone walls and moats”. It is the best
example of Japan’s unique defensive castle structure.
Nadagiku Sake Brewery has six wooden brewerybuildings that remain as they were when thebrewery was founded in 1910. Please enjoy thequaint atmosphere while strolling around the old
Sake the old Sakaguras (sake brewery houses）.
The current sake brewing and manufacturingmethods are explained by panel displays, and thetools for sake brewing at the time of its founding
are exhibited in the wooden brewery.

Nadagiku Brewery

Note : - Optional Tour is on-line registration only. On-site registration is not available.
- Lunch is not included..

- 33 -

SETC2022 Session Timetable
Room 407

Monday, October 31st

15:30-16:30

Chair
Co-ChairRoland Kirchberger
20229008/2022-32-0008

Lubricants and Tribology
Yuji Mihara

Advanced Combustion
Part 2 of 5
Koji Yoshida

Mikael Bergman
20229077/2022-32-0077
Emission and Environmental
Impacts Part 1 of 3
Tadao Okazaki

NPT2022-028

Renewable Energy and Alternative
Fuels Part 1 of 5
Tatsuya Kuboyama

New Product Technology
Part 2 of 10
Wataru Yamamoto
Christoph V. Hiller

Maurice Kettner
20229021/2022-32-0021

NPT2022-029

20229081/2022-32-0081

20229026/2022-32-0026

20229061/2022-32-0061

NPT2022-030

Emission and Environmental
Impacts Part 2 of 3

Chair

Advanced Combustion
Part 3 of 5
Akira Iijima

Renewable Energy and Alternative
Fuels Part 2 of 5
Yuji Araki

New Product Technology
Part 3 of 10
Wataru Yamamoto

Co-ChairStephan Schmidt

Kai Beck

Maurice Kettner

Sebastian Schurl

20229015/2022-32-0015

20229005/2022-32-0005

20229067/2022-32-0067

NPT2022-004

20229044/2022-32-0044

20229050/2022-32-0050

20229001/2022-32-0001

NPT2022-026

Renewable Energy and Alternative
Fuels Part 3 of 5
Koji Yoshida

New Product Technology
Part 4 of 10
Jun Ishikawa

Maurice Kettner

Dominik Gschanes

Tadao Okazaki

Networking BreakEmission and Environmental
Impacts Part 3 of 3

Chair

Measurement and Simulation
Part 2 of 2
Tadao Okazaki

Co-ChairStephan Schmidt

Christoph V. Hiller

Wataru Yamamoto

20229088/2022-32-0088

NPT2022-031

20229045/2022-32-0045

20229019/2022-32-0019

20229092/2022-32-0092

NPT2022-003

20229053/2022-32-0053

20229091/2022-32-0091

20229043/2022-32-0043

NPT2022-021

Lunch & Poster Session (Exhibition Hall C)
Plenary Session (Exhibition Hall C)
Networking BreakEngine Components and Fuel Supply
Systems Powertrain Controls

Chair

Advanced Combustion
Part 4 of 5
Tatsuya Kuboyama

Co-ChairKai Beck

Renewable Energy and Alternative
Fuels Part 4 of 5
Toru Nakazono

New Product Technology
Part 5 of 10
Yuji Araki

Mikael Bergman

Maurice Kettner

Dimitrios Vogiatzis

20229027/2022-32-0027

20229035/2022-32-0035

20229084/2022-32-0084

NPT2022-001

20229051/2022-32-0051

20229009/2022-32-0009

20229095/2022-32-0095

NPT2022-005

20229060/2022-32-0060

20229048/2022-32-0048

20229073/2022-32-0073

NPT2022-002

Renewable Energy and Alternative
Fuels Part 5 of 5
Toru Nakazono

New Product Technology
Part 6 of 10
Wataru Yamamoto

Shigeho Sakoda

Networking Break

Chair

Advanced Combustion
Part 5 of 5
Tatsuya Kuboyama

Vehicle Dynamics and Safety
Part 1 of 3
Hisayuki Sugita

Dimitrios Vogiatzis

Alexander Hagenberger

Maurice Kettner

Sebastian Schurl

20229070/2022-32-0070

20229086/2022-32-0086

20229023/2022-32-0023

NPT2022-023

20229089/2022-32-0089

20229082/2022-32-0082

20229074/2022-32-0074

NPT2022-022

Vehicle Dynamics and Safety
Part 2 of 3
Jun Ishikawa

NVH Technology

Chair

Engine Technology
Part 1 of 2
Ken'ichi Ohmori

Keisuke Namekawa

New Product Technology
Part 7 of 10
Takashi Mitome

Co-ChairRoland Kirchberger

Alexander Hagenberger

Stephan Schmidt

Mikael Bergman

20229028/2022-32-0028

20229046/2022-32-0046

20229037/2022-32-0037

NPT2022-008

20229017/2022-32-0017

20229112/2022-32-0112

20229016/2022-32-0016

NPT2022-009

Materials and Manufacturing
Part 1 of 2
Hirotaka Kurita

New Product Technology
Part 8 of 10
Takashi Mitome

Co-Chair

Networking Break

10:00-10:30

Chair
Co-ChairEngine Technology
Part 2 of 2
Masahito Saito

Vehicle Dynamics and Safety
Part 3 of 3
Hisayuki Sugita

Roland Kirchberger

Dominik Gschanes

Christoph V. Hiller

Mikael Bergman

20229006/2022-32-0006

20229003/2022-32-0003

20229075/2022-32-0075

NPT2022-010

20229079/2022-32-0079

20229029/2022-32-0029

20229078/2022-32-0078

NPT2022-012

20229039/2022-32-0039

20229042/2022-32-0042

NPT2022-014

Lunch & Poster Session (Exhibition Hall C)

12:00-13:00

13:00-15:00

20229014/2022-32-0014

Stephan Schmidt

16:30-17:00

10:30-12:00

Kai Beck
NPT2022-024

20229004/2022-32-0004

12:00-13:00
13:00-14:30
14:30-15:00

9:00-10:00

Stephan Schmidt
20229011/2022-32-0011

Roland Kirchberger

20229031/2022-32-0031

17:00-18:00

New Product Technology
Part 1 of 10
Yuji Araki

20229038/2022-32-0038

Co-Chair

10:00-10:30

15:00-16:30

Measurement and Simulation
Part 1 of 2
Gaku Naoe

Networking Break

Chair

10:30-12:00

Exhibition Hall C

Networking BreakAdvanced Combustion
Part 1 of 5
Akira Iijima

16:30-17:00

9:00-10:00

Tuesday, November 1st

Room 409

20229007/2022-32-0007

17:00-18:00

Wednesday, November 2nd

Room 408

Opening Ceremony & Keynote Addresses (Exhibition Hall C)

13:30-15:00
15:00-15:30

Two Stroke Engine
Part 1 of 2

Chair

Hybrid and Electric Drives
Part 1 of 2
Tasuyuki Muramatsu

Akira Iijima

Materials and Manufacturing
Part 2 of 2
Hirotaka Kurita

New Product Technology
Part 9 of 10
Keisuke Namekawa

Co-ChairKai Beck

Luca Romani

Christoph V. Hiller

Guilherme Batalha

20229002/2022-32-0002

20229012/2022-32-0012

20229010/2022-32-0010

NPT2022-011

20229025/2022-32-0025

20229057/2022-32-0057

20229024/2022-32-0024

NPT2022-025

20229018/2022-32-0018

20229063/2022-32-0063

20229041/2022-32-0041

NPT2022-018

NPT2022-006

Networking BreakThursday, November 3rd

15:00-15:30
15:30-18:00

Plenary Session (Exhibition Hall C)

Chair

9:30-11:00

11:00-11:30
11:30-12:30
12:40-

Hybrid and Electric Drives
Part 2 of 2
Yasuyuki Muramatsu

Two Stroke Engine
Part 2 of 2
Akira Iijima

Tadao Okazaki

New Product Technology
Part 10 of 10
Jun Ishikawa

Diesel Engine

Kai Beck

Luca Romani

Roland Kirchberger

Guilherme Batalha

20229085/2022-32-0085

20229076/2022-32-0076

20229013/2022-32-0013

NPT2022-017

20229094/2022-32-0094

20229080/2022-32-0080

20229052/2022-32-0052

NPT2022-019

20229068/2022-32-0068

NPT2022-027

Co-ChairLunch box ready at 11:15

Break / Lunch & Poster Session (Exhibition Hall C)Award and Closing Ceremony (Exhibition Hall C)
Optional Tour

- 37 -

Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Room 407
15:30 - 16:30
Adovanced Combustion Part 1 of 5
Akira Iijima (Nihon University)
Roland Kirchberger (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229007 / 2022-32-0007

7. Paper title

Effect of Oil Additives and Fuel Concentration in Lubricating Oil
on Abnormal Combustion of Supercharged SI Engine

8. Authors (Affiliation)

Yota Nakayama, Junya Tanaka (Kogakuin University)

9. Abstract
The spark ignition engine with supercharger which is supplied the fuel directly in cylinder (SI engine) has aphenomenon of abnormal combustion as called Low Speed Pre-Ignition (LSPI). It has been reported that the
LSPI would be related with lubricating oil and the ingredients of fuel and oil additives. The mechanism of LSPI
does not clear sufficiently, especially, relation ignition source of LSPI with the lubricating oil additives and thefuel concentration in lubricating oil.
This research focuses on the source of LSPI which is autoignition of a lubricating oil droplet in cylinder. The
effect of oil additives as Zn, Mo, Mg, Ca and concentration of fuel on autoignition of a lubricating oil droplet has
been investigated. This research has been tried to evaluate the degree of autoignition fundamentally by using ofelectric furnace which has been heated an oil droplet. The experimental data show oil additives and fuel are
strongly effect on autoignition and the data show the synergy effect of the both for autoignition, especially, theconcentration of fuel between 20%vol. and 40%vol.
These experimental results have been evaluated by the activation energy E by Livengood-Wu integral. It has
been suggested that the Zn and Mo oil additives prevent an oil droplet from igniting spontaneously. The oil
additive of Ca and Mg in an oil droplet is little effect on autoignition. The concentration of fuel in an oil droplet ismore than 20%vol., the autoignition is accelerated significantly.

6. Paper No.(JSAE/SAE)

20229008 / 2022-32-0008

7. Paper title

Autoignition of Lubricating Oil from Piston Crown and In-Cylinder
Condition on Abnormal Combustion of Supercharged SI Engine

8. Authors (Affiliation)

Akira Seto, Yuka Kuwae, Junya Tanaka (Kogakuin University)

9. Abstract
The supercharged spark ignition engine with direct fuel supply system in cylinder (SI engine) has a problem onabnormal combustion at low engine speed. It is called the LSPI (Low Speed Pre-Ignition).
This research focuses on one of the source of abnormal combustion which is the autoignition of lubricating oilfrom piston crown in cylinder, here especially, frequency of autoignition in cylinder.
In this experiment, the test engine operates without spark ignition as motoring operation. The advantage of thismethod is to avoid the effect of gasoline dilution. Namely, it is able to reveal the essence of abnormal
combustion experimentally. The 2 kinds of lubricating oil are tested.
The measured data show that the frequency of autoignition in this research is 1/10 of that of lubricating oil
scattering from piston crown. The abnormal combustion occurs the frequency of 1 time in each 10000 cycles
approximately.
The special behavior of the LSPI has been measured. The autoignition timing is ATDC in the initial stage. Whenthe cycle of autoignition proceed, its timing is advance to BTDC.
On the other hand, the time history of pressure and temperature in cylinder are able to evaluate the autoignition
by Livengood-Wu integral. The activation energy E which is estimated by the integral means the quantitativeevaluation of autoignition in cylinder. The dangerous activation energy E for the LSPI is under 6452 (× 104J/mol)in this research. The activation energy E would be able to tae advantage of the engine design and simulation toprevent from the LSPI.

- 38 -

Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Room 408
16:00 - 16:30
Lubricants and Tribology
Yuji Mihara (Tokyo City University)
Mikael Bergman (Orbital Corporation Ltd)6. Paper No.(JSAE/SAE)

20229077 / 2022-32-0077

7. Paper title

Development of Low Friction Pistons for Small Scooter Engines

8. Authors (Affiliation)

Shinya Kubota, Naoyuki Suda, Yoshinari Ninomiya(SUZUKI MOTOR CORPORATION)

9. Abstract
Small scooters have a large share of the motorcycle market because of their convenience and economy.
Therefore, fuel efficiency is an important factor when customers choose products. Urban scooter users
frequently use the low to medium speed range. The friction loss of the piston is a large part of the engine loss
and affects the fuel consumption. The scooter piston slides horizontally. To improve the fuel consumption ofscooters, it is necessary to understand the piston operating environment and improve the lubrication
environment. In order to determine the thickness of the oil film required to reduce friction, we investigated theoperating environment of the piston sliding horizontally at low and medium speed. As a method to control the oilfilm thickness, we focused on the shape of the streak. To reduce friction loss in scooters, we improved the
lubrication environment of pistons.

- 39 -

Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Room 409
15:30 - 16:30
Measurement and Simulation Part 1 of 2
Gaku Naoe (Honda R&D Co., Ltd.)
Stephane Schmidt (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229011 / 2022-32-0011

7. Paper title

Prediction of Fatigue Strength of Motorcycle Exhaust System in Higher Temperature Range

8. Authors (Affiliation)

Takanori Nagata (Honda Motor Co., Ltd), Jun Mizuno (Honda R&D Co., Ltd.),
Shuji Iimura, Michio Ito, Mikihito Masaki (Honda Motor Co., Ltd)

9. Abstract
When developing a motorcycle exhaust system, it is important to predict the fatigue durability of the exhaust system
during the design stage. We have been predicting fatigue durability using our own methods [1]. In recent years,
however, in order to meet stricter emission regulations, the installation position of a catalyzer has been changed andthe temperature of the exhaust system has been increased. Accordingly, the required fatigue durability of mufflers is
at higher temperatures than before. With such a change in situation, a prediction method with higher accuracy for
fatigue durability that can handle a higher temperature range, was required. The exhaust system temperature
distribution and the physical properties of the material change depending on the temperature. Therefore, in thesimulation model developed this time, the temperature distribution of the exhaust system is calculated by a heat
conduction analysis method applying FEM. Furthermore, based on the temperature distribution, the values of thematerial properties are set for each element. In order to verify the effectiveness of the constructed model,
measurements were performed on a real motorcycle. In the measurement on an actual vehicle in this study, a glassbonding method was developed and adopted for the purpose of bonding the optical fiber strain gauge. The results
yielded by using the fatigue durability prediction method, constructed in this study, were in agreement with theresults of the actual vehicular tests, confirming the effectiveness of this analysis method.

6. Paper No.(JSAE/SAE)

20229014 / 2022-32-0014

7. Paper title

Application of AI for Predicting Test Cycles of Drivetrain Component

8. Authors (Affiliation)

Gaurav Sirsaj, Vinay Kharche (Dana India Technical Center)

9. Abstract
Industries are currently going through “The Fourth Industrial Revolution,” as professionals have called it “Industry
4.0” (I4.0). Integration of physical and digital systems for the product life cycle mainly concerns Industry 4.0. With theappearance of I4.0, the concept of prediction management has become an unavoidable tendency in the framework of
big data and smart manufacturing. At the same time, it offers a reliable solution for handling test fatigue failures. AI
and its key technologies play an essential role –1. to make industrial systems autonomous like predicting test failures
2. to make possible the automatized data collection from industrial machines/components.
Based on these collected data types, machine learning algorithms can be applied for automated failure detection andiagnosis. However, it is a bit difficult to select appropriate machine learning (ML) techniques, type of data, data size,and equipment to apply ML in industrial systems. Selection of inappropriate technique, dataset, and data size may
cause time loss and infeasible result prediction. Therefore, this study aims to present a comprehensive case study ofpredicting the testing failure using ML techniques.
This work presents a novel approach for different parameterbased fatigue failure (rig testing failure) characterization
using artificial intelligence (AI). The deep learning algorithm is trained on carefully collected physical testing data
(historical data), which helps in predicting the new product development testing failure cycles based on basic design
parameters available at the start of the program such as loading, component dimensions, distances, and inclination
angle, etc. Rig testing reveals the testing cycles which indicate either failure or non-failure of the component(depending upon the passing criteria). Thus, every driveline component subjected to this research work generates atleast one data set (testing values from AI). Based on this study, a conservative failure prediction accuracy of 88% isachieved. So, this methodology is pioneering to predict fatigue failure without 1. comprehensive expensive physical testing.
2. the need for extensive, error-prone, use of complex assessment methodologies
With expert knowledge of evaluation procedures, the developed AI approach enables quick and reliable prediction of
fatigue failure of components based on elementary key design parameters which can reduce the overall design cycletime.

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Exhibition Hall C
15:30 - 16:30
New Product Technology Part 1 of 10
Yuji Araki (Yamaha Motor Co., Ltd.)Kai Beck (Andreas Stihl AG & Co. KG)

6. Paper Number

NPT2022-024

7. Paper title

Combined heat and power system using a biomass gas engine

8. Authors (Affiliation)

Hiroyuki Otsubo (YANMAR ENERGY SYSTEM CO., LTD)

9. Abstract
Yanmar Energy System Co., Ltd. is suppling a gas engine combined heat and power (CHP) system that generates
electric power and heat to applications such as hot water and air conditioning. This time, the biogas engine CHP
system BP25D2 is developed, which has a power generation output of 25kW. This CHP system has the following
features.
1. Power generation output 25kW (power generation efficiency 32.0%), recovered heat amount 40.6kW(total efficiency 84.0%)
2. Covers 47-100% methane concentration (specification setting according to methane concentration)
3. 8760h long maintenance interval
4. Efficient unit control operation is possible according to the electricity demand and amount of generatedgas (up to 16 units)
5. Support by remote monitoring

6. Paper Number

NPT2022-028

7. Paper title

Rotary valve 4-stroke engines for general purpose power equipment
and unmanned systems.

8. Authors (Affiliation)

Brian Richard Mason, Keith Lawes (RCV Engines Limited),
Koichi Hirakawa (KAAZ Corporation)

9. Abstract
A rotary valve 4-stroke combustion system has been applied to engines for unmanned air vehicles (UAVs) andgeneral-purpose power equipment. The RCV rotary valve system can operate on a range of fuels and at highlevels of power, together with typical 4-stroke exhaust emissions and fuel economy. The DF35 and DF70
engines, for UAVs and unmanned hybrids, are based around a 35 cc cylinder configured as a single or boxer
twin, with either air or liquid cooling. The fuel injected DF engines achieve 63 kW/litre on either gasoline or
kerosene-based fuels such as JP8. The 25 cc multi-position general purpose CK1 engine is configured into abrushcutter package. CK1 has completed development for volume production, achieves 48 kW/litre.
Recent small engine developments are application specific. Small two wheelers and garden equipment
originally used basic 2-stroke engines for cost and power to weight reasons. Exhaust emissions regulations
have resulted in new low emissions small engines and a move towards battery/electric systems. However,there are many situations where battery electric systems will not be viable. With a requirement for net-zerocarbon emissions in 2050, future small engine will need to achieve: low exhaust emissions, low fuelconsumption, high power to weight, and have an ability to run on net-zero carbon fuels, such as synthetic
aviation fuel. Combining the multi-fuel capability of the DF engine with volume production technology of the CK1
engine, the RCV rotary valve combustion system provides a viable technology for future small engine
applications.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Room 407
17:00 - 18:00
Adovanced Combustion Part 2 of 5
Koji Yoshida (Nihon University)
Roland Kirchberger (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229038 / 2022-32-0038
Numerical and Experimental Analysis of Abnormal Combustion in a SI
Gasoline Engine with a Re-Entrant Piston Bowl and Swirl Flow
Ayano Matsuoka, Kentaro Shiraishi, Shinji Kishi (Kubota Corporation),
Jaeok Bae, Makoto Kaneko, Tatsuya Kuboyama, Yasuo Moriyoshi (Chiba University)

7. Paper title
8. Authors (Affiliation)
9. Abstract

Some SI (spark-ignition) engines fueled with gasoline for industrial machineries are designed based on theconventional diesel engine in consideration of the compatibility with installation. Such diesel engine-based SI engines
secure a combustion chamber by a piston bowl instead of a pent-roof combustion chamber widely applied for SI
engines for automobiles.
In the development of SI engines, because knocking deteriorates the power output and the thermal efficiency, it isessential to clarify causes of knocking and predict knocking events. However, there has been little research on
knocking in diesel engine-based SI engines. The purpose of this study is to elucidate knocking phenomena in agasoline engine with a re-entrant piston bowl and swirl flow numerically and experimentally. In-cylinder
visualization and pressure analysis of knock onset cycles have been experimentally performed. Locations ofautoignition have been predicted by 3D-CFD analysis with detailed chemical reactions. The prediction accuracy of thelocation of autoignition has been examined by comparing with experimental results. Initial and boundary conditionsfor 3D-CFD are obtained by TPA (Three Pressure Analysis), which is a 1D engine cycle simulation using measured
intake/exhaust and in-cylinder pressures as the input data. Locations and timing of autoignition have been observed
through an endoscope attached to the cylinder head. The visualization area through the endscope is determinedbased on the location of autoignition predicted by 3D-CFD analysis. The in-cylinder pressure is also measured
simultaneously, and the maximum amplitude of the pressure oscillations after applying a high-pass filter to thein-cylinder pressure is used as knock intensity (KI) to determine knock onset cycles. From results of the in-cylinderpressure measurements and analysis by TPA, the relationships between in-cylinder conditions and KI are analyzed.
The comparison between visualized and calculated location of autoignition have been shown good agreement in thecase that both the maximum and the low engine speed conditions.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229081 / 2022-32-0081
Use of Narrow Angle Split Injection Strategy for Improving the
Performance of a Biogas-diesel RCCI Engine
Anirudh Koya, Gopa Kumar S, A. Ramesh (Internal Combustion Engine Laboratory,
Department of Mechanical Engineering, Indian Institute of Technology, Madras)

9. Abstract
Low temperature combustion technologies like RCCI are gaining popularity because of their potential for good performance
while promoting the use of renewable energy sources. Conventionally in a biogas diesel RCCI engine biogas is inducted andcompressed along with air while diesel is injected very early in the compression stroke. The early injection of diesel using
the conventional wide angle fuel injector that is suitable for conventional diesel combustion leads to wall wetting and hence
elevates the HC emissions and also lowers the efficiency. The present work is an attempt to address these issues with theuse of a narrow angle injector for the biogas diesel RCCI mode of operation. The conventional Wide angle injector which islocated at the center of the combustion chamber needs to be retained because the engine has to be operated in theconventional mode at low and high loads. Thus, the Narrow angle injector is an additional injector which has to be located at
the available space in an offset manner from the Wide injector. The role of the Narrow angle injector is to ensure that thefuel hits the piston surface rather than the liner during early injections in the RCCI mode. A CFD model of the engine thatwas validated using experimental data was used for the parametric studies reported in this work. The Narrow injector has
been first located and oriented in the combustion geometry based on the space constraints in the cylinder head. The numberof holes in the injector were fixed as three and their orientations were then determined based on the simulations taking into
consideration the benefits of spray targeting. The importance of spray targeting the piston bowl periphery was firstestablished by a comparative study. Two injectors with different spray angles were then designed based on two chosen
injection timings namely 900 bTDC and 700 bTDC and their performances were compared to select the better configuration.
A timing sweep was done to analyze the performance of each of the injectors based on fuel vaporization, film mass and thehomogeneity of the mixture at different injection timings. It was found that the injector designed for SOI-900 bTDC gave thebest results. The performance of the chosen Narrow injector was then compared against that of the wide angle injector andthe potential for a significant improvement in efficiency was observed. However, this was at the cost of high NOx and HC
emissions. In order to reduce the emissions, split injection strategy was then considered with the Narrow angle injector. The
results showed further improvement, but the emission values were still higher than that of wide angle injection. Thus, theuse of Narrow angle injector is beneficial in improving the efficiency of an RCCI engine. However, steps need to be taken to
reduce the NOx and HC emissions.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Room 408
17:00 - 18:00
Emission and Environmental Impacts Part 1 of 3
Tadao Okazaki (LEMA/ Kubota corporation)
Stephane Schmidt (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229004 / 2022-32-0004

7. Paper title

Impact of 3 way catalytic converters on particulate emission of MPFI
motorcycle engines

8. Authors (Affiliation)

Sebastian Schurl, Stephan Schmidt, Marcus Bonifer (Graz University of Technology)

9. Abstract
Due to climatic movements and politics, there is no doubt that a stricter emission legislation will soon face thetwo-wheeler sector and their manufacturers with new challenges. Additional to the already limited pollutants, alimitation of particulate number will probably also be introduced, which means that there is an urgent need foraction in exhaust gas aftertreatment and particulate reduction systems. For natural aspirated, port injectedengines, as used in two-wheeler-technologies, conventional systems already established in passenger cars are
not necessarily applicable. Moreover, the emission spectrum is fundamentally different from passenger car
engines due to the better homogenization of they typically used MPFI engine types. Adapting conventional
particulate filter technologies to the finer particles of MPFI engines would result in a disproportionately larger
exhaust backpressure. For this reason, we are investigating the effects of 3-way catalytic converters on
particulate number emissions from MPFI engines in the two-wheeler sector and possible modifications toincrease filtration and particulate burn-off. The characteristic properties of the catalyst investigated in thiscontext relate to cell density, honeycomb construction, foil technologies and coatings and their effect on theemission behaviour of particles of different size classes. Initial investigations showed that the 3-way catalyst
has significant influence on particle emission due to its design and exothermic reactions. An adjustment of thealready mentioned characteristics of the catalyst shows further reduction possibilities especially for ultrafine
particles smaller than 10 nm. With increasing size and the accompanying bigger thermal inertia of the particles,
the reduction potential decreases sharply within a few nanometres. …

6. Paper No.(JSAE/SAE)

20229026 / 2022-32-0026

7. Paper title

Carbon Footprint Calculation of Catalytic Converter Production - an Industrial Case Study

8. Authors (Affiliation)

Simon Merschak, Peter Hehenberger (University of Applied Sciences Upper Austria),
Marcus Bonifer (Heraeus Deutschland GmbH & Co. KG)

9. Abstract
The carbon footprint calculation of a catalytic converter coating process at Heraeus Precious Metals ispresented in this publication. The emission hot spots are identified and discussed. Heraeus Precious Metals is a
German world‐wide leading company in the field of precious metal products and Tier‐1 Supplier of emission
catalytic converter coatings.
In the first step of the carbon footprint calculation, all relevant raw materials and production process steps ofthe coating process are collected and modelled by use of a flowchart. In this case study the manufacturing of
the metal honeycomb carrier is not included in the calculation.
Transport emissions from the origin of the raw materials to the manufacturing plant of Heraeus Precious Metalsin Germany are also considered in the carbon footprint calculation. Included activities for the production of thewashcoat dispersion are the mixing of all components by use of an electric agitator and the grinding of the
mixture by use of an electric mill. Further, multiple coating processes of the honeycomb carrier and thesubsequent drying in a belt drier are considered. Finally, the catalytic converter is tempered in an electric oven.
The calculation results are analyzed, and emission hotspots are identified. The calculated carbon footprint
reveals several optimization potentials for carbon emission reduction in the catalytic converter production. It
can be concluded that the main source of carbon dioxide emission are the raw material extraction emissions of
the precious metals platinum and rhodium. Regarding the production processes, the thermal processes provide
the highest potential for optimization.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Room 409
17:00 - 18:00
Renewable Energy and Alternative Fuels 1 of 5
Tasuya Kuboyama (Chiba University)
Maurice Kettner (Hochschuhe Karlsruhe University of Applied Sciences)

6. Paper No.(JSAE/SAE)

20229021/2022-32-0021

7. Paper title

Impacts of methanol blended fuels on emissions and operating
performance of two-wheelers

8. Authors (Affiliation)

Guilherme Pellizzaro Batalha, Stephan Schmidt, Roland Kirchberger,(Graz University of Technology)

9. Abstract
Aiming to investigate the influence of methanol blends on the combustion process of a PFI four-stroke boxer engine,
four mixtures of pure methanol and oxygen-free gasoline (M0) are prepared. The fuels tested are labelled by M15,
M25, M35 and M50, where the number represents the percentual in volume of methanol within the mixture. In orderto establish a base for comparisons, standard gas-station gasoline (S95) is also tested. Backwards compatibility isevaluated through test-bed measurements, when the engine operates without any modifications in the ECU. Over thewhole operational area of the engine map, M15 and M25 can be used in the motorcycle application. Raw emissions of
THC, CO2, CO and NOx decrease with the increase of methanol for almost all the conditions tested. It is observed thatknock resistance is higher for higher methanol contents. At WOT, power is increased with the methanol proportion,
being M50 and M35 more powerful than standard gasoline. Indicated efficiency also increases with methanol
percentage, all the mixtures show a higher efficiency than standard gasoline. The most common WMTC load points
are studied in order to evaluate the after-catalyst emissions. Compared to gasoline and oxygen-free gasoline, asignificant reduction of NOx is observed. As the combustion temperature of M15 and M25 drops and no optimization of
the exhaust aftertreatment was performed, this results in an excess of THC and CO when compared to gasoline.

6. Paper No.(JSAE/SAE)

20229061/2022-32-0061

7. Paper title

Impact of Zero CO2 Fuels on Engine Behaviour of Two-Stroke Engines in
Hand-Held Powertools

8. Authors (Affiliation)

Dominik Gschanes (Institut for Thermodynamics and Propulsion Systems)

9. Abstract
One possible path to reduce the CO2 emissions of hand-held power tools are fuels with different amount of
renewable content. Within this paper test bench measurements on a small two-stroke engine were carried out. We
are trying to reduce CO2 emissions by using fuels which absorbed CO2 from the air during its lifetime or production,so called Zero CO2 fuels The focus was set on the investigation of combustion behaviour, performance and emissionsof Zero CO2 fuels in comparison to commonly available fuels. For our measurements we chose a 46 cc serial engine,which was slightly modified for scientific research. This paper shows findings on effects of renewable fuels on engine
characteristics. Additionally, the chemical properties of each fuel were investigated in order to form a comprehensive
picture, together with the performed dyno measurements. Requirements to future internal combustion engines (ICEs)
regarding sustainability and efficiency are continuing to rise while on the other hand, pollutant emission regulations
are continuously tightened. Dual-fuel combustion (DFC) of diesel and natural gas is an approach to reduce sootemissions while still profiting from the high efficiency of the diesel combustion process. Using natural gas as themain fuel also helps to reduce carbon dioxide (CO2) emissions due to the favorable C/H-ratio of methane (CH4) as its
primary constituent. To reduce both pollutant and greenhouse gas emissions further, diesel can be replaced by ane-fuel. The use of C1-oxygenates – such as polyoxymethylene dimethyl ether (POMDME or “OME” ) – as pilot fuelpromises to reduce both soot and nitrogen oxide (NOx) emissions. For the present investigation, a 4.5l tractor diesel
engine has been converted to a biogas-OME dual-fuel engine. A fully variable valve train has been integrated into thecylinder head. A second exhaust valve lift during aspiration is used to vary the internal exhaust gas recirculation(EGR) rate, while an EGR valve controls the cooled external EGR introduced into the intake runner. This study
investigates the influence of external and internal EGR on equivalence ratio and the maximum substitution rate forstable combustion, as well as the resulting engine efficiency and raw emissions. Internal EGR was adjusted byvarying the second exhaust valve lift in several discrete steps from 0 to 1.9 mm, while the external EGR rate wasvaried between 0 and 30 %. The investigations show that CH4 and carbon monoxide (CO) emissions rise withincreasing substitution rate, whereas NOx and CO2 emissions are reduced. Soot emissions are well below the EU
stage V emission limit throughout the entire measuring range. As the soot-NOx trade-off is no longer an issue, NOxemissions can be reduced by up to 88 % by increasing the EGR rate. Combining internal and external EGR also
showed a positive effect on both unburnt CH4 (up to -62 %) and CO emissions (up to -87 %).

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Monday, October 31
Exhibition Hall C
17:00 - 18:00
New Product Technology Part 2 of 10
Wataru Yamamoto (Kawasaki Motors, Ltd.)
Sebastian Schurl (Graz University of Technology)

6. Paper Number

NPT2022-029

7. Paper title

Innovative Exhaust Measurement Systems for Lab and RDE

8. Authors (Affiliation)

Benedikt Grob, Roman Felder, Christian Hafenmayer, Marco Miller,
Matthias Steffen (AIP GmbH & Co. KG)

9. Abstract
The ever-increasing legal requirements related to the reduction of exhaust emissions are not limited to internal
combustion engines of light and heavy duty vehicles, but also to small engines of off-road vehicles,
motorcycles, scooters, etc.. This requires high-precision measurement technology in order to achieve reliablemeasurement results on the engine or vehicle test bench, but also under real driving conditions. AIP offers its
customers new, innovative solutions in addition to conventional exhaust gas measurement technology. A
portable emission measurement system (PEMS) that can be used flexibly was developed for real driving
emissions and can be easily mounted on small vehicles such as motorcycles. The PEMS includes very compact
analysers to measures the concentration of CO2, CO, NO, NO2 and particle number. To determine the exhaustmass flow a low flow Exhaust Mass Flow Meter (EFM) based on the pitot tube working principle was developed.
The EFM has three cascaded pressure transmitters to cover a wide measurement range. The control board
processes the measured values with a very high sampling rate in order to record pulsations in the exhaustsystem and to avoid measurement errors.
In addition, AIP developed new raw exhaust gas measurement system for additional pollutants like ammonia,
N2O and formaldehyde based on the laser absorption spectroscopy technique. The analysers have a wide
dynamic range with a ultra low detection limit of < 0,1 ppm and no cross sensitivity to other components in theexhaust gas, such as water. The innovative sampling system with heated filters and minimized dead volumes
avoids hang ups and enables full automated quality checks. In addition it can handle very large inlet pressuresat the sampling probe up to 4 bar relative. The analysers can be used in a wide temperature range from -30°C to
45°C. They are also insensitive to changes in ambient pressure in the range between 700 hPa abs. – 1.100 hPa abs.

6. Paper Number

NPT2022-030

7. Paper title

Model Based Development with PRUFREX MMS AL

8. Authors (Affiliation)

Bahattin Öztürk, Marius Albert, Thorsten Stoffregen (PRÜFREX Engineering
e Motion GmbH & Co. KG)

9. Abstract
The market for small engine applications has always been cost-driven. In addition, depending on the target
application, high demands regarding packaging dimensions, robustness in general, electromagnetic
compatibility (EMC), and extreme ambient conditions must be met. For this reason, simple and provencarburetor systems have long prevailed.
However, as a result of stricter emission regulations, fuel injection systems are becoming more and moreprevalent. This opens new possibilities for combustion and application control, which require corresponding
electronic control units.
In parallel to electronic hardware, function development and software implementation also play a major role.
Model-Based Development processes offer a variety of advantages here to reduce costs and shorten
development times.
This article describes the advantages of such a system and its development processes using the PRUFREX
MMS-AL (Motor Management System Advanced Level) with its associated development tools, see Figure 2.
The focus here is on the fact that the key element of the MMS-AL platform is a microcontroller with afloating-point unit (FPU), which introduces on target rapid control prototyping (OTRCP) capabilities into a mass
production control unit.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 407
9:00 - 10:00
Adovanced Combustion Part 3 of 5
Akira Iijima (Nihon University)
Stephane Schmidt (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229015 / 2022-32-0015

7. Paper title

Study on Influence of Tailored In-cylinder Flow on HCCI Combustion ina Rapid Compression and Expansion Machine

8. Authors (Affiliation)

Yiwen Zhong, Tatsuya Kuboyama, Yasuo Moriyoshi (Chiba University),
Kei Yoshimura (SUZUKI MOTOR CORPORATION)

9. Abstract
The purpose of this paper is to investigate the mechanism of tailored in-cylinder flow on mitigation of heatrelease by optical experiments to find a way to extend the high load limit of homogeneous charge compression
ignition (HCCI) combustion. We constructed an experimental system that can generate various temperature
distributions and airflow patterns in the cylinder (based on a rapid compression expansion machine). The effectsof tumble flow on the heat release rate and the pressure rise rate of HCCI were investigated experimentally by
combustion analysis and direct photography of combustion. The in-cylinder appropriate turbulence was createdby the special piston which was equipped with a flow guide plate that could change the intensity and scale of theflow by special settings. Meanwhile, the ambient temperature distribution in the cylinder was determined by thewall temperature controlling system. The direct photographs show that with enhanced incylinder flow, multiple
ignition points are formed in the combustion chamber, the heat release rate is relatively small, and the increasein the pressure rise rate is suppressed. The pressure rise rate varies with variations in the turbulence intensity.

6. Paper No.(JSAE/SAE)

20229044 / 2022-32-0044

7. Paper title

Analysis of Cylinder to Cylinder Variations in a Turbocharged Spark
Ignition Engine at Lean Burn Operations

8. Authors (Affiliation)

Ryo Yamaizumi, Haoyun Shi, Tatsuya Kuboyama, Yasuo Moriyoshi (Chiba University)

9. Abstract
In recent years, the improvement in the fuel efficiency and reduction in CO2 emission from internal combustion
engines has been an urgent issue. The lean burn technology is one of the key technologies to improve thermal
efficiency of SI engines. However, combustion stability deteriorates at lean burn operations. The reduction incycle-to-cycle and cylinder-tocylinder variations is one of the major issues to adapt the lean burn technique for
production engines. However, the details of the causes and mechanisms for the combustion variations under
the lean burn operations have not been cleared yet. The purpose of this study is to control cylinder to cylinder
combustion variation. A conventional turbocharged direct injection SI engine was used as the test engine toinvestigate the effect of engine control parameters on the cylinder to cylinder variations. The engine speed is set
at 2200 rpm and the intake pressure is set at 58, 78, 98 kPa respectively. In-cylinder pressure, intake pressure,and exhaust pressure are measured in each cylinder by the piezoelectric and piezo-resistive pressuretransducers. The ignition timing and fuel injection timing is varied as experimental parameters to investigate theeffects of the combustion phase and the fuel distribution on combustion stability. At 78 kPa condition, it wasseen that the tendency of COV of IMEP was slightly different in each cylinder Also, it was seen a few cycles ofsudden decline IMEP in the third cylinder at lean burn operation. So, COV of IMEP was different in each cylinderand COV of IMEP of first cylinder lower than the third cylinder. Moreover, combustion phase was different ineach cylinder when ignition timing was same. Therefore, it is considered that optimized ignition timing and fuelinjection timing is different in each cylinder.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 408
9:00 - 10:00
Emission and Environmental Impacts Part 2 of 3
Tadao Okazaki (LEMA/ Kubota corporation)
Kai Beck (Andreas Stihl AG & Co. KG)

6. Paper No.(JSAE/SAE)

20229005 / 2022-32-0005

7. Paper title

Design and Implementation of An Oxidation Catalyst for A Spark Ignited
Two Stroke Snowmobile Engine

8. Authors (Affiliation)

Noah Squires (Polaris Industries, Inc.), Scott A. Miers (Michigan
Technological University)

9. Abstract
The primary goal of this project was to design and implement an oxidation catalyst specific to a high-performance
spark ignited two stroke engines to reduce vehicle-out emissions. The primary challenges of two stroke catalysis
at high loads include controlling the catalytic reaction temperature as well as minimizing the increase in exhaustback pressure due to the addition of a catalyst. Reaction temperature is difficult to control due to high HC and CO
concentrations paired with an excess of oxygen in the exhaust stream. By limiting catalyst conversion efficiency,
the reaction temperatures were controlled. Two stroke engines are also inherently sensitive to changes in
exhaust back pressure and therefore location and sizing of the catalyst are key design considerations. Because of
these challenges significant effort was directed toward developing the two-stroke specific catalyst design
process. Through these efforts several key outcomes were reached including a better understanding of how tosize and locate a catalyst in an existing two stroke exhaust system while maintaining minimal performancelosses as well as insight into the wash coat development process and methods to promote catalyst durability. In
total three actively coated catalyst samples were successfully tested over a range of engine speeds and loads.
The catalyst samples showed significant HC reductions ranging from 30 to 96 percent across the engine
operating range and CO reductions ranging from 10 to 97 percent in a significant portion of the operating range.
Peak power loss also remained less than 1.5 percent for all catalyst samples.

6. Paper No.(JSAE/SAE)

20229050 / 2022-32-0050

7. Paper title

Development of DPF regeneration system under all operating conditions
for generators

8. Authors (Affiliation)

Daichi Kato, Hiroaki Okano, Katsushi Inoue, Kota Nakano (KUBOTA Corporation)

9. Abstract
In order to resolve global atmospheric environmental issues, latest diesel engines for industrial machinery are
required to reduce the emission of harmful gases such as carbon monoxide (CO), hydrocarbon (HC) andnitrogen oxide (NOx), and particulate matter (PM). For this reason, it is essential to mount exhaust gas after
treatment devices such as diesel particulate filter (DPF) and diesel oxidation catalyst (DOC) on diesel engine.
Engines mounted DPF must carry out DPF regeneration that burns and removes PM. Generator engine has
characteristic of being operated for a long time under light load condition with low exhaust temperature which
is difficult for DPF regeneration. In addition, generating white smoke and inlet face clogging of DOC are causedby accumulated soot containing HC at the DOC when operating engine continuously under light load condition.
In this study, DPF regeneration system suitable for generator engine and method for preventing white smoke
and inlet face clogging of DOC is proposed by installing Pre-heating catalyst and exhaust throttle valve on
upstream of DOC. Exhaust heating control using Pre-heating catalyst and exhaust throttle valve enables DPF
regeneration in all cases of operating conditions including operation without load. In addition, HC accumulationthat causes white smoke is prevented by periodically raising temperature of DOC by exhaust heating control.
Furthermore, method for burning and removing clogging matter on DOC inlet face caused by light load operation
is developed, making it possible to prevent inlet face clogging of DOC.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 409
9:00 - 10:00
Renewable Energy and Alternative Fuels 2 of 5
Yuji Araki (Yamaha Motor Co., LTD)
Maurice Kettner (Hochschule Karlsruhe University of Applied Scieneces)

6. Paper No.(JSAE/SAE)

20229067/2022-32-0067
Investigation of an Engine Concept for CNG-OME Dual Fuel Operation
Using External and Internal EGR
Ann-Kathrin Jost, Michael Günthnerm, Florian Müller, Alexander Weigel,(TUK Technische Universität Kaiserslautern)

7. Paper title
8. Authors (Affiliation)
9. Abstract

Requirements to future internal combustion engines (ICEs) regarding sustainability and efficiency are continuing torise while on the other hand, pollutant emission regulations are continuously tightened. Dual-fuel combustion (DFC)of diesel and natural gas is an approach to reduce soot emissions while still profiting from the high efficiency of thediesel combustion process. Using natural gas as the main fuel also helps to reduce carbon dioxide (CO2) emissions
due to the favorable C/H-ratio of methane (CH4) as its primary constituent. To reduce both pollutant and greenhousegas emissions further, diesel can be replaced by an e-fuel. The use of C1-oxygenates – such as polyoxymethylene
dimethyl ether (POMDME or “OME” ) – as pilot fuel promises to reduce both soot and nitrogen oxide (NOx) emissions.
For the present investigation, a 4.5l tractor diesel engine has been converted to a biogas-OME dual-fuel engine. A
fully variable valve train has been integrated into the cylinder head. A second exhaust valve lift during aspiration isused to vary the internal exhaust gas recirculation (EGR) rate, while an EGR valve controls the cooled external EGR
introduced into the intake runner. This study investigates the influence of external and internal EGR on equivalence
ratio and the maximum substitution rate for stable combustion, as well as the resulting engine efficiency and raw
emissions. Internal EGR was adjusted by varying the second exhaust valve lift in several discrete steps from 0 to 1.9mm, while the external EGR rate was varied between 0 and 30 %. The investigations show that CH4 and carbon
monoxide (CO) emissions rise with increasing substitution rate, whereas NOx and CO2 emissions are reduced. Sootemissions are well below the EU stage V emission limit throughout the entire measuring range. As the soot-NOx
trade-off is no longer an issue, NOx emissions can be reduced by up to 88 % by increasing the EGR rate. Combining
internal and external EGR also showed a positive effect on both unburnt CH4 (up to -62 %) and CO emissions (up to-87 %). Operating an Otto-Engine with hydrogen as fuel the probability of combustion anomalies like knocking,preignition and backfiring increases significantly. Knocking is strongly dependent on the operating point, while thecause for preignition is still investigated. Literature as well as preliminary investigations to this work suggest that
especially the spark plug has a significant influence on the occurrence of preignition and backfiring. Hence, the scopeof this paper is to identify and understand the influence of the spark plug on preignition in order to reduce theiroccurrence and receive more mechanical power from the engine. In the first step, the operating conditions leading topreignition and backfiring are determined experimentally using a naturally aspirated single cylinder gas engine and astate-of-the-art prechamber spark plug. Afterwards, different prechamber designs of the spark plug, including avariation of the cap volume, thickness and the orifices diameter, are investigated with respect to their tendency tocause preignition. Additionally, measurements are done with a spark plug in which the electrode material has beenchanged. 3D-CFD simulations with the aim of visualizing the flow processes in the prechamber support the analysisof the experimental results and are the base for new prechamber designs.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)
9. Abstract

20229001/2022-32-0001
CO2 and H2 effects on lean limits and combustion characteristics of ethanol flame
M. Zuhaib Akram (Naval Architecture and Ocean Engineering College, Dalian Maritime University,
State Key Laboratory of Automobile Safety and Energy, SVM, Tsinghua University),
Fanhua Ma (State Key Laboratory of Automobile Safety and Energy, SVM, Tsinghua University),
Umair Sultan (Department of Agricultural Engineering, ABE&T Faculty, MNS University of Agriculture),
M. Waqar Akram (Department of Farm Machinery and Power, AE Faculty, University of Agriculture
Faisalabad), Tahir Rashid (Pakistan Institute of Engineering and Applied Sciences (PIEAS))

High efficiency can be achieved by running the IC engines under lean conditions. Besides, ethanol known as a renewable fuel isused in combustion engines due to its low carbon emission compared to liquid hydrocarbon fuels. However, the carbon
emission from ethanol combustion is still an environmental issue, and the lean flammability limits are also not wider comparedto zero-carbon fuel. Besides, the EGR impact on the lean limits of ethanol is still unclear. Currently, the effects of CO2 and H2on the lean limits and burning characteristics of ethanol flame were studied by using the spherical combustion chamber andArrhenius model at 373- 473 K and 100 kPa. The hydrodynamic and thermal instabilities were induced under the addition of H2
while CO2 impeded diffusional-thermal and hydrodynamic instability. The lean limits of ethanol increased from λ = 2.1 to λ = 2.6,
λ = 3.2, λ = 4.3, and λ = 6.8 at 30%, 50%, 70%, and 90% H2 addition in ethanol/air mixture, respectively. In contrast, CO2 is
inflammable gas, which decreased the lean limits of ethanol from λ = 2.1 to λ = 1.9, λ = 1.6, and λ = 1.2 under 5%, 10% and 15%
enrichment, respectively. CH3CHO, CH4, CH2O, O2CHO, CH3 and CO species were found correlated to the hydrogen-ethanol andCO2-ethanol flames. Hydrogen significantly increased the combustion process thru CH4 and O2CHO species, whereas the flame
propagation deteriorated by a decrement in peak molar fractions of CH3CHO, CH4, CH2O, CH3 and CO species thru CO2 dilution.

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Exhibition Hall C
9:00 - 10:00
New Product Technology Part 3 of 10
Wataru Yamamoto (Kawasaki Motors, Ltd.)
Christoph V. Hiller (Stihl AG)

6. Paper Number

NPT2022-004

7. Paper title

Unique Theory of the Operating Engine Simulation to Investigate theNoise/Vibration Mechanism

8. Authors (Affiliation)

Arata Miyauchi, Masanori Ogawa, Kanno Masatoshi, Taigo Yukisawa (ESTECH Corp.)

9. Abstract
When an engine is running, a rotating crankshaft and non-rotating (stationary) engine housing are coupled
dynamically. To predict such dynamical phenomenon, CAE simulation with using a time domain kinematicmechanism software is commonly used. However, estimating engine noise and vibration takes longcomputational time.
We proposed a unique frequency domain simulation theory which solves an elastic vibration of both a rotating
crankshaft and a stationary engine housing simultaneously. Coupling crankshaft and engine housing infrequency domain enables to analyze an operating engine elastic vibration in a short time.
Our benchmark test found this new analysis method is 100+ times faster than the legacy time domain method.
Furthermore, the proposed method has the similar prediction accuracy of the engine vibration and radiationnoise compared with the legacy simulation solver. The method is patented with #5352026 in Japan andimplemented as a commercial software named 'ESTECH.PS-X'.
This paper briefly reports followings; (1) a new theory of frequency domain solution with large scale finite
element engine model to simulate operating engine vibrations, (2) unique modal base analysis methods to easily
clarify a vibration mechanism, and (3) applications and use cases of proposed theory.

6. Paper Number

NPT2022-026

7. Paper title

Additively manufactured thermal solutions for small energy systems

8. Authors (Affiliation)

Jason Velardo, Glenn Rees, Gabrian Balelang, Dan Woodford, Michael Fuller(Conflux Technology)

9. Abstract
Thermal technology plays an important role in the performance, safety, reliability and cost of many small
powertrain and energy systems. Conflux Technology is an Australian based manufacturer of additively
manufactured thermal solutions. We have developed several solutions for application in motorsport,
automotive, aviation and aerospace industries. Here we discuss our additively manufactured “cartridge” heatexchanger. We highlight the development of this product, from the initial stages of thermal-hydraulic designusing computational modelling techniques to the eventual additive manufacture of the cartridge on a direct
metal laser sintering system. The detailed design process followed in this work produced an additively
manufactured cartridge heat exchanger that could transfer 5.7kW of heat while maintaining acceptable fluidpressure drops for the given boundary conditions. The heat exchange rate of 5.7kW measured throughexperimentation agreed very well with the value of 5.6kW expected from the computational modelling. The oilside pressure drop value was also measured to be within 1kPa of the expected value from the computational
work. The water side pressure drop was larger experimentally than expected from the modelling, and somepossible causes of this are discussed in the work. The cartridge had an overall size of 30mm × 30mm × 30mm
and weight of 40g and 60g when empty and charged with fluid, respectively. It could safely operate leak free atthe design pressure, and was also easily serviceable, interchangeable, and customizable. These cartridge heatexchangers thus offer a low cost and highly compact solution compared to traditionally manufactured heatexchangers. The design methodology followed was also robust and agile such that a cartridge could bedesigned with different boundary conditions, constraints and geometry. These are currently being used in engine
and gearbox oil cooling applications but are not limited to these applications. They are highly customizable andadaptable to other small powertrain and energy systems.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 407
10:30 - 12:30
Measurement and Simulation Part2 of 2
Tadao Okazaki (LEMA/ Kubota corporation)
Stephan Schmidt (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229031 / 2022-32-0031
An estimation method of blended fuel contents by data assimilation for
carbon neutral powertrain
Naoki Yoneya (Hitachi, Ltd.,), Kenji Amaya (Tokyo Institute of Technology)

7. Paper title
8. Authors (Affiliation)
9. Abstract

For achieving decarbonization in internal combustion engines, a utilization of carbon neutral fuels from renewable energies(e-fuel) could be one option. E-fuel is expected to be implemented as blended fuels with conventional fuels, which resultsin more uncertainties of the fuel properties. To cope with a larger number of blended fuels compared to the existingalcohol-fuel blends, fuel aging effects resulting from longer refueling intervals in hybrid engines, and fuel blend variations
in each refueling station, an optimized engine control and energy management depending on the fuel blend contents will be
required. In this study, a new fuel contents estimation method for the engine control based on the external refuelinginformation and the signals of the existing engine sensors is developed, by utilizing data assimilation. With the non-linear
ensemble Kalman filter, the prediction model which predicts changes of the fuel blending rate in the tank considering therefueling and fuel aging and their uncertainties was created. Also, the compensation filter which modifies the predictedvalue based on the engine component signals including measurement noises during engine operations was developed. For
the fuel blend prediction model, the relative increase of the heavy components of gasoline, the hydrolysis of dimethylcarbonate (DMC) as one of e-fuels, and the fuel evaporation were considered. The compensation filter is composed of thefuel observation matrix which describes the relationship between the fuel blend rate and the fuel properties, and theengine observation matrix which modelled the signals of the engine components to those fuel properties. The numericalexperiment with the repetition of operation and refueling was conducted, considering the 4 fuel blends (Gasoline, Ethanol,
Methanol, and DMC) and the fuel aging. The accuracy improvement of the fuel blend estimation with data assimilation was
confirmed.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229045 / 2022-32-0045
Measurement of propagating flame in a gasoline engine under transient
operating conditions using a multiple-ion probe
Tomoaki Yatsufusa, Yuki Goto, Shota Hiroi (Hiroshima Institute of Technology)

9. Abstract
The propagating flame in a 2-stroke gasoline engine under WOT or transient operating conditions was measured with up to
12 ion probes. Flame arrival time data obtained from multiple-ion probes were statistically compared between arrival time
data obtained by different ion probes or between data obtained by the same ion probe for different cycles to investigate thespatial and temporal characteristics of flame propagation behavior. Spatial statistical data analysis revealed that the
propagating flame is strongly influenced by the in-cylinder flow prior to ignition. Temporal statistical data analysis revealed
that the state of flame propagation, starting from any given cycle and continuing in subsequent cycles, shows a tendency
similar to that of the initial cycle for some time, and that the original tendency is completely lost after about 50 cycles.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229053 / 2022-32-0053
Local change of PV value on end faces of rocker pins of chain type CVT(Continuously Variable Transmission) under transmitting condition
Ryunosuke Kikui (Graduate School of Doshisha University), Kiyotaka Obunai, Kazuya Okubo(Department of Mechanical Engineering, Doshisha University), Kouhei Toyohara,
Kyohei Watanabe, Hui Jin (Hardware System Development Department, JATCO Ltd)

9. Abstract
The objective of this study was to investigate the local change of PV value on the end faces of rocker pins driven by ahigh-performance chain under transmitting torque conditions. A test bench system was prepared to evaluate the behaviorof the chain belt under driven state. Local contact force of the pin was measured by strain gauges attached to a specificmodified pin for which the thickness was partly reduced by machine work. Change of PV value on the end face of the pin
was also calculated by considering the change of pressure generated by contact force and sliding velocity of rocker pin.
Autorotation angles of the rocker pins in the groove of driving and driven sheaves were investigated by replacing thenormal pulleys with visibly transparent sheaves made with acrylic resin. The representative loading points were also
calculated assuming that the pin was regarded as a simple beam where an eccentric compressive load was applied. Test
results showed that slight bending deformations of the pins were observed when severe contact force was applied
between pin and sheave. The observations also revealed that the angles of following pins of the chain belts rapidly changed
at entrance and exit of the groove of driving pulley when the wrapping radius of the chain belts was relatively small. This
study found that local change of PV value was increased by off-setting of the representative loading position where contact
force between pin and sheave was regarded to be applied at the point during autorotation of the pin.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 408
11:00 - 12:00
Emission and Environmental Impacts
Wataru Yamamoto (Kawasaki Motors, Ltd.)
Christoph V. Hiller (Andreas Stihl AG & Co. KG)

6. Paper No.(JSAE/SAE)

20229113 / 2022-32-0113
CFD analysis of a port fuel injection IC engine to study mixture preparationand combustion and its impact on raw emissions
Manish Garg, G B Arivazhagan (TVS Motor Company Ltd., Hosur, India.)

7. Paper title
8. Authors (Affiliation)
9. Abstract

This paper presents a comprehensive approach on incorporating the ECFM-3Z combustion model, to better understand thedesign impact on emissions. In the present study, the PFI injectors for small engines are characterized to study the effect ofinjection on mixture preparation. The effect of injection timing on short circuit losses and fuel film mass on the intake port isstudied at a part load condition of 2.5 bar and 3500rpm, which is the most operated point in a drive cycle. A good correlation has
been observed from experiments on the influence of injection timing on raw-HC emissions. The influence of valve overlap on the
raw-HC emission is also thoroughly investigated with the adoption of ECFM-3Z combustion model. This combustion model has
been included to understand the impact of mixture preparation on combustion quality and thereby to obtain a qualitative
understanding on raw emissions. The comprehensive ECFM-3Z combustion model has been tuned appropriately and is validatedwith experimental data for two load points of interest – maximum power (WOT 7000rpm) and part load point (2.5 bar BMEP and
3500rpm). The effect of cylinder pressure rise on decrease in valve overlap is captured, which is attributed to increase in fuelmass trapped in the cylinder when the valve overlap decreases. It is also perceived that, at this load condition, the short circuit
losses are majorly influenced by valve overlap than, the fuel droplet or film evaporation.Stringent emission norms like BS-VI has
brought significant improvement in the research on key engineering parameters of interest like in-cylinder turbulence, mixture
preparation, combustion and raw emissions. The ECFM-3Z combustion model has been used to qualitatively evaluate emissions
between design iterations and to study the effect of different wall temperature boundary conditions …

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229019 / 2022-32-0019
Research for “Trap Catalyst” located on upper stream of main catalyst for
suppressing the catalyst deterioration of internal combustion engine
Daisuke MATSUKAWA, Akihito KASAI, Kiichi SHIMAMURA, Shuto SATO (Honda R&D Co., Ltd.)

9. Abstract
As strengthening environmental regulations, exhaust gas emission regulation for internal combustion engines used for Small
Off-Road Engines is increasingly strict. The decrease in “the initial exhaust emissions before durability test” and in “thedeterioration of exhaust emissions after durability test” is important to meet the strict regulation. In this report, electrical
power generator EU7000is using a general purpose engine was investigated and the catalyst deterioration was focused on
for the deterioration of exhaust emissions after durability test. It was turned out that the main factor for the deterioration of
exhaust emissions after durability test was the catalyst deterioration by the investigation of Deterioration Factor (DF)durability test. The causes of the catalyst deterioration are roughly classified into two types, “Thermal Deterioration” and“Poisoning Deterioration” . The thermal deterioration is that precious metal specific surface area decreases by heat affect.
The poisoning deterioration is that the catalyst is covered by the poisoning components derived from the engine oil or theengine fuel. The catalysts were analyzed about the poisoning components quantitative analysis by X - ray Fluorescence (XRF).
The results showed that the phosphate amount is highly correlated with the purification rate decreasing. Therefore, thecatalyst without precious metals which has same structure as main catalyst, (hereinafter referred as Trap Catalyst), waslocated on upper stream of main catalyst. The phosphate amount of poisoned catalyst decreased by the Trap Catalyst taking
on the phosphate. These results implies that this technology contributes to reduce the environmental impact.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229091/ 2022-32-0091
Observation / PIV-DDM Analysis of Spray and Liquid Film Behaviors in Visualized Pipe for
Urea-SCR dosing system: Confirmation of Physical Phenomena without Thermal Evaporation
Naoki SUGIYAMA, Shotaro NARA, Yuki KAWAMOTO, Rina OSADA, Hiroki ONOUE , Tetsuo NOHARA,
Shun TAKAHASHI, Masayuki OCHIAI (Tokai University, Japan), Kazuo OSUMI, Hisashi OZAWA,
Naoya ISHIKAWA (ISUZU Advanced Engineering Center, Japan)

9. Abstract
Diesel engines as power sources ranging in size from small to large have been extensively used worldwide. However,further improvement in the complicated urea-SCR systems is required to meet the stricter NOx regulations on exhaust gas.
This study shows that the behavior of the entire gas/injected droplet can be verified using visualization equipment.
Valuable gas-liquid multiphase flow PIV results using the DDM were obtained. In addition, the detachment droplet behavior
from the liquid film was visualized as unknown droplet behavior. These validations are considered to be useful forestablishing the PIV-DDM for the flow characteristic estimation in the exhaust pipe of the urea-SCR system.

- 51 -

Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 409
10:30 - 12:00
Renewable Energy and Alternative fuels 3 of 5
Koji Yoshida (Nihon University)
Maurice Kettner (Hochschule Karlsruhe University of Applied Sciences)

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229088/2022-32-0088
Verification of New Hydrogen Refueling Method for Fuel Cell Motorcycles
Fumiaki Baba, Takeru Wakiya, Toru Ota, (SUZUKI MOTOR CORPORATION)

9. Abstract
For FCV, hydrogen refueling protocol is standardized in SAE J2601 and JPEC-S 0003.And, tank gas is required not to exceed85Ř at any case. Therefore, supply hydrogen gas is precooled from -33Ř to -40Ř, and look-up table(L/T) determines apressure ramp rate and a target pressure, based on ambient temperature and CHSS initial pressure.
Suzuki have conducted public road trials for FC motorcycles named “Burgman Fuel Cell”, which got Japanese type approval,
from March, 2017 to March, 2019. Burgman Fuel Cell storages 0.4kg hydrogen at 70MPa. As CHSS capacity is categorized
only over 2kg in JPEC-S 0003(2016), we refueled them by JPEC-S 0003(2012), which has no CHSS capacity categories. And it
sometimes happened to terminate the fueling before reaching target pressure, around 70MPa.
This termination happens because mass flow to Motorcycle is much smaller than that to Automobile, therefore precooled
supply gas temperature is easier to rise until reaching breakaway, where delivery gas temperature is measured at station.
MC Formula is the derivative fueling protocol from L/T protocol in SAE J2601, and it changes Pressure Ramp Rate
continuously according to supply gas temperature at breakaway. Therefore, it is expected to execute more flexible refueling.
Then MC Formula Moto was developed based on MC Formula under JARI hydrogen refueling interface standardization WG
from the year 2013 to 2017. …

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229092/2022-32-0092
Effect of Different Fuel Supply System on Combustion Characteristics in Hydrogen SI Engine
Shoi Koshikawa, Yuki Matsuy, Tsukasa Sekine, Eriko Matsumura,
Jiro Senda (Department of Science and Mechanical Engineering, Doshisha University)
Gin Morita, Toru Nakazono (Yanmar Holdings Co., Ltd)

9. Abstract
In recent years, power generation systems using hydrogen gas, has attracted attention as one solution to the problem ofglobal warming. Different from hydrocarbon fuels, hydrogen gas is a carbon-free fuel that emits only water on combustion.
Japanese government declared reduction of greenhouse gas emissions 46% by FY2030 compared to FY2013 and carbon
neutral by FY2050. Hydrogen gas is regarded as a key technology for carbon neutral, because it can be produced in a variety
of ways. Among them, green hydrogen is produced by electrolysis of water using surplus electricity from renewable energy
sources. Therefore, it is a clean fuel that does not emit carbon dioxide on well-to-wheel. By using green hydrogen to
generate electricity, the power of variable renewable energy can be maximized. For this reason, the use of hydrogen is
expected to increase in the future.
Hydrogen gas has excellent combustion characteristics such as wide combustible range and fast burning velocity becauseof high diffusion rate. …

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229043/2022-32-0043
Combustion Performance of Methane Fermentation Gas with Hydrogen Addition under
Various Ignition Timings
Hongliang LUO (Graduate School of Science and Engineering, Hiroshima University),
Yu Jin (Institute of Energy Research, Jiangsu University), Yanzhao An (State Key Laboratory of Engine,
Tianjin University), Yukihiko Matsumura, Takayuki Ichikawa, Wookyung Kim, Yutaka Nakashimada,
Keiya Nishida (Graduate School of Science and Engineering, Hiroshima University)

9. Abstract
Natural gas with H2 is widely used for lean-burn combustion, which leads to NOx emission as the main problem for it. For
decreasing NOx emission and increasing thermal efficiency, the investigation on seeking the influence of H2 fractions on the
mixture of CH4 and CO2 was conducted. Firstly, the ignition timing was decided through thermal efficiency and brake meaneffective pressure (BMEP) for CH4 only. Then, combustion characteristics of CH4, CH4+CO2 and CH4+CO2+H2 werecompared with volume percentage of H2 changing from 5% to 30%. Finally, the H2 injection strategy was checked between
closed and open valve injections. Among these discussions, thermal efficiency, power output, BMEP and fuel consumption
were evaluated. Results show that CO2 addition decreases power output and BMEP, leading to much more fuel consumption
and lower thermal efficiency. When H2 is added, at the rich mixture conditions (λ＜1.0), power output and thermal efficiency
decrease sharply as the mixture is enriched. However, at the lean-burn conditions (λ＞1.0), the decrease in flow rate oflower heating value (LHV) and increase in power output finally result in the higher efficiency with H2 addition. …

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Exhibition Hall C
10:30 - 12:00
New Product Technology Part 4 of 10
Jun Ishikawa (Honda Motor Co., Ltd.)
Dominik Gschanes (Graz University of Technology)

6. Paper Number
7. Paper title

NPT2022-031
Chassis development of Motorcycle with integrated aerodynamic devices
Tomo Yamamoto, Takashi Nishiyama, Yosuke Takeda, Manabu Morikawa,
Masaki Segawa (Kawasaki Motors, Ltd.)

8. Authors (Affiliation)
9. Abstract

In recent years, motorcycles equipped with high-power engines exceed the acceleration limit of the vehicle due to theirgreat power, and wheelies are easily generated. This acceleration limit is also called the Willie limit. Although it ispossible to suppress the wheelie by reducing engine power through electronic control, it is not possible to exceed thewheelie limit determined by the vehicle's basic performance.
On the other hand, increasing the downforce increases the force pushing the vehicle to the ground, thus increasing thewheelie limit itself. The ability to suppress wheelies without suppressing engine power, which contributes to theimprovement of acceleration and lap time, has been a trend in the development of racing vehicles since the late 2010s,
with the development of vehicles in which the cowling is fitted with aerodynamic devices with a cross-section of wings.
There is also a similar trend in the commercial vehicles to which the technology feedback is directed.
However, it is difficult to apply aerodynamic devices for racing vehicles directly to commercial vehicles because ofcompliance with laws and regulations and poor productivity. In addition, there are safety issues unique to commercial
vehicles, such as increased aggressiveness toward opponents in traffic accidents.
In this paper, by developing a cowling-integrated aerodynamic device that solved these problems, we were able toachieve a significant reduction in lift. First, the design concept of lift/drag reduction for the development is explained.
Next, the peripheral technology to realize it and its component details are explained.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-003
2021 Model ROV WOLVERINE RMAX2/RMAX4
Toshikazu Sugiura, Hiro Noguchi, Makoto Eshima, Shinichiro Nakamura,
Fumihiro Hidaka (Yamaha Motor Co., Ltd.)

9. Abstract
Principally in North America, the ROV (Recreational OffHighway Vehicle) market enjoys high demand with its wide
range of uses from agricultural and dairy farming work to recreational uses such as hunting and trail driving, as well
as for sports driving and racing. Demand is expected to increase further in the future. To cover this wide range ofuses, since 2013 Yamaha Motor has developed and launched the VIKING, the WOLVERINE, and the YXZ series ofmodels.
The WOLVERINE, which is a model mainly targeted for recreational use, follows the 4-seater WOLVERINE X4
equipped with a 2-cylinder 847 cm3 engine. The model lineup has been expanded by introducing the two-seater 2019model WOLVERINE X2 with a dump bed structure.
Here, as a high-end model, we introduce the simultaneously developed WOLVERINE RMAX2/RMAX4 (hereinafterreferred to as this model) equipped with a 2-cylinder 999 cm3 engine for enjoyment driving in a range of areas more
comfortably and with greater confidence.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-021
Styling Design for Gold Wing - Clay Model –Hidekazu Iwata (Honda R&D Co., Ltd.)

9. Abstract
Seventeen years post its debut, the 2018 Gold Wing was developed in the pursuit of transforming its brand. In thisstudy, we aimed to realize advanced design, functionality, and performance that reflect various changes in themarkets, including environmental concerns and transitions in people’s values, experienced during those 17 years. A
high-quality design that meets every aspect of the requirements was envisioned. To achieve this, design models were
fabricated for three individual stages of the design process. The styling theme was determined as “styling withrefined sharpness and tension.” Based on this theme, we selected the Japanese sword, katana, that symbolizes theculmination of functional beauty, and a track and field athlete, who represents power and muscularity; we set themas the symbolic images for the design. By implementing these image motifs on to the design models, the exterior
design aimed for was harmoniously fulfilled with functional requirements, design evolution was achieved, and adesign appropriate to representing the developed Gold Wing was established.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, Novenber 1
Room 407
15:00 - 16:30
Adovanced Combustion Part 4 of 5
Tatsuya Kuboyama (Chiba University)
Kai Beck (Andreas Stihl AG & Co. KG)

6. Paper No.(JSAE/SAE)

20229027 / 2022-32-0027
Hot Surface Assisted Compression Ignition (HSACI) as an Approach to Extend the
Operating Limits of a Natural Gas Fueled HCCI Engine
Joern Alexander Judith, Maurice Kettner (Karlsruhe University of Applied Sciences),
Danny Schwarz, Markus Klaissle (SenerTec Kraft-Wärme-Energiesysteme GmbH),
Thomas Koch (Karlsruhe Institute of Technology)

7. Paper title
8. Authors (Affiliation)
9. Abstract

The concept of hot surface assisted compression ignition (HSACI) was previously shown to allow for control of
combustion timing and to enable combustion beyond the limits of pure homogeneous charge compression ignition(HCCI) combustion. This work investigates the potential of HSACI to extend the operating limits of a naturally aspirated
single-cylinder natural gas fueled HCCI engine. A zero-dimensional (0D) thermo-kinetic modeling framework was set
up and coupled with the chemical reaction mechanism AramcoMech 1.3. The results of the 0D study show thatreasonable ignition timings in the range 0-12°CA after top dead center (TDC) in HCCI can be expressed by constantvolume ignition delays at TDC conditions of 9-15°CA. Simulations featuring the two-stage combustion in HSACI point out
the capability of the initial heat release as a means to shorten bulk-gas ignition delay. Engine trials were conducted tomap the operating limits in HCCI and HSACI mode for an engine speed of 1400 1/min as a function of intake airtemperature (148-173°C) and relative air-fuel ratio (l = 2.0-3.0). Results show that HSACI extends the lean limit by morethan Δl = 0.4 and reduces the minimum required intake temperature by at least 5 K compared to HCCI. Comparative
experiments of HCCI and HSACI reveal that HSACI benefits from higher engine load, …

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229051 / 2022-32-0051
Extension of the Lean Limit of Gasoline Engines Under Part Load by
Using Hot Surface Assisted Spark Ignition (HSASI)
Sascha Holzberger, Maurice Kettner (University of Applied Sciences Karlsruhe),Roland Kirchberger (Graz University of Technology)

9. Abstract
Charge dilution by lean-burn is one way to increase the efficiency of spark ignition engines while reducing NOx
emissions. This work focuses on increasing the flammability of lean mixtures inside a passive pre-chamber spark
plug by elevating its temperature with the help of a controllable hot surface integrated into the pre-chamber. Thus,
an extension of the lean limit under part load is aimed for. A pre-chamber spark plug prototype with an integrated,
controllable glow plug was developed, called Hot Surface Assisted Spark Ignition (HSASI). Experimental
investigations were conducted on a single-cylinder engine at the Karlsruhe University of Applied Sciences. Operating
modes with an active glow plug (HSASI) and a non-active glow plug were compared. The lean limit for both operation
modes were determined under part load. NOx, CO and THC emissions were measured for different air-fuelequivalence ratios λ. The lean limit is extended by more than 0.1 in λ at low loads with HSASI operation. At constant λ,lower CO and THC emissions are achieved under HSASI operation than in operation with a non-active glow plug.
NOx-emissions are higher with an active glow plug at lower λ and align with higher λ…

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229060 / 2022-32-0060
Experimental Assessment of the Heat Losses Due to the Adoption of a
Passive Prechamber in a Jet Ignition 4-Stroke Engine
Luca Romani, Lorenzo Bosi, Marco Ciampolini, Sandro Raspanti, Francesco Balduzzi,
Giovanni Ferrara (Università degli Studi di Firenze), Paolo Trassi, Jacopo Fiaschi(Betamotor s.p.a.), Davide Carpentiero, Alessandro Fabbri (HPE s.r.l.)9. Abstract
The passive prechamber concept, known as jet ignition (JI), represents an effective way to promote mixture
ignitability, reduce combustion duration and extend knock limits in spark ignition engines. These aspects allow the
adoption of a higher compression ratio and the operation in lean conditions, thus increasing thermal efficiency.
Despite the potential benefits, the literature typically shows that in port fuel injection (PFI) engines at full load ashorter combustion duration does not necessarily translate in a growth of IMEP. Despite this issue has beenfrequently observed, the causes have not been fully explained. In previous works some of the authors supposed thatthe gain in indicated efficiency could be counterbalanced by the lower adiabatic efficiency, as a result of the higher
heat exchange coefficient and the additional heat transfer from the prechamber surface. This paper thus aims at
explaining the thermal losses of a single-cylinder four-stroke PFI engine, both in baseline and passive JI
configurations, by means of the experimental measurement of the thermal power released to cooling system andexhaust gas. Results show a decrease of IMEP in the JI engine at low and medium speed, caused by the high heattransfer to the cooling medium which prevailson the lower heat flux released to the surrounding ambient…

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 408
15:00 - 16:30
Engine Components and Fuel Supply Systems Powertrain Controls
Shigeho Sakoda (Yamaha Motor CO., LTD)
Mikael Bergman (Orbital Corporation Ltd)6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229035 / 2022-32-0035
A Novel Direct Gaseous Reformate Injector Design and Experimental Study
Asher Netzer-Lichinitzer, Leonid Tartakovsky (Technion – Israel Institute of Technology)

9. Abstract
Recent developments in High-Pressure Thermochemical Recuperation technology in the Technion – Israel institute ofTechnology, were first to allow engines to work on a hydrogen-rich reformate as a stand-alone fuel by its direct
injection (DI) to the combustion chamber. This was achieved by using a Magneti Marelli gasoline direct injector,
IHP072, modified to enable the gaseous reformate injection. However, this injector, under the used working
conditions, suffered from a low flow cross section, non-reliable closure and a non-optimized jet structure, which had
a detrimental effect on engine performance. In order to optimize engine performance, i.e. to achieve higher flow rate,
shorter open-close timing and higher backward pressure resistance (in the cylinder), an improved injector is needed.
In the present work, a novel DI injector was designed producing over expanded reformate jet.
One of the main features of the new injector is an outward-opening valve )POPPET valve) with a relatively high flowcross section. Furthermore, a number of elements have been incorporated in the injector design to allow rapid andconvenient calibration of the valve lift, sealing force and the magnetic force. Those in turn, enable optimized injector
configuration that is well-suited for different working conditions (such as different in-line pressure or flow rates).
In this work, the direct-gaseous-injector design process is reported, and its operation is optimized and investigated.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229009/2022-32-0009
Wasted spark duration measurement as a method for firing TDC
identification in small engines
Adrian Irimescu (Consiglio Nazionale delle Ricerche Science and Technology
Institute for Sustainable Energy and Mobility), Giovanni Cecere (CNR STEMS),
Simona Silvia Merola (Consiglio Nazionale delle Ricerche)

9. Abstract
Distributed generation is one effective option for reducing transmission losses and reducing overall power systemcomplexity. Backup power is another option that can serve as a balancing power source, providing a valuable safetymargin in the event of widespread renewable energy deployment. Spark-ignition (SI) engines are often used in suchapplications, but fixed ignition timing with the so-called wasted spark method, in which the engine is ignited twice,once at compression and once at exhaust, is more common.
Against this background, we developed a method to identify the TDC phase based on current measurements of theengine's secondary ignition circuit to create a system that does not generate wasted sparks. The only modification tothis ignition system was to change the coil to an automotive one. The duration of the actual spark event was found tobe the parameter that distinguishes whether the ignition occurred during the compression stroke or the exhaust. The
statistical distribution during a sequence of 200 cycles was also utilized to make the determination. This paper
discusses the limitations of the method and the possibilities for improving its application.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229048/2022-32-0048
Increased Reliability and Usability through the Introduction of a User
Interface Module for Hand-Held Small Engines
Bahattin Öztürk, Thorsten Stoffregen (PRUFREX Engineering e Motion GmbH & Co. KG)

9. Abstract
Mobile hand-held or back-carried small engines must be weight-optimized due to their operability. At the same time
there is enormous cost pressure within this market segment. As a result, not all of the convenience and additionalfeatures for increasing user-friendliness can be taken over from the stationary applications. These include, for example,
electrical starting devices or additional sensors and actuators that take over extended control processes in order toavoid or detect and report user or system errors.
In the area of critical applications there are tougher requirements for the reliability and operability, where the above
mentioned conditions can lead to catastrophic consequences.
This article describes a possibility to extend a mobile, back-carried engine, which is used as a wildfire water pump byfire brigades, with an additional user interface to minimize the demands on the user and to ensure immediate feedback incase of a failure, so that measures can be initiated as quickly as possible without the need for extensive troubleshooting.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 409
15:00 - 16:30
Renewable Energy and Alternative Fuels 4 of 5
Toru Nakazono (Yanmar Holdings/LEMA)
Maurice Kettener (Hochschule Karlsruhe University of Applied Sciences)

6. Paper No.(JSAE/SAE)
7. Paper title

20229084/2022-32-0084
Effect of Gaseous Fuels with Different Carbon Numbers on Autoignition Properties
Shinji Mito (Graduate School of Science and Technology, Nihon University),
Akira Iijima (College of Science and Technology, Nihon University), Yusuke Manabe(Graduate School of Science and Technology, Nihon University), Shintaro Yoshihara,
Takahiro Yamaguchi, Sekai Miyamoto (Thermal System Research Department,
Technical Institute, Corporate Technology Division Kawsaki Heavy)

8. Authors (Affiliation)

9. Abstract
Internal combustion engines have been required to achieve even higher thermal efficiency and cleaner exhaustemissions in recent years in order to comply with increasingly tighter environmental regulations every year owing to
global warming and other environmental issues. Another factor involved here is that global energy demands haveprompted a quest for alternatives to liquid fuels such as gasoline, diesel fuel and other petroleum-derived fuels.
Homogeneous Charge Compression Ignition (HCCI) engines, featuring higher compression ratios and uniform, lean
combustion, are a promising technology for improving the efficiency and reducing the emissions of internal
combustion engines. However, it is difficult to control the ignition timing of HCCI engines [1],[2] because they lack any
physical means of controlling ignition. This study focused on gaseous fuels that can be used as alternatives topetroleum-based ones. Gaseous fuels like natural gas are a mixture of component gases so changes in theircomposition influence autoignition characteristics. However, the detailed mechanism by which gas mixture
components influence the HCCI ignition process is not known. The purpose of this study was to obtain valuableknowledge for achieving high-efficiency HCCI engine operation on gaseous fuels by making clear HCCI ignition andcombustion properties for gaseous fuel blends. …

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229095/2022-32-0095
Improvements of Combustion and Emissions in a Natural Gas Fueled Engine with
Hydrogen Enrichment and Optimized Injection Timings of the Diesel Fuel
Yoshimitsu Kobashi (Okayama University), Ryuya Inagaki, Gen Shibata,
Hideyuki Ogawa (Hokkaido University)

9. Abstract
In a natural gas fueled engine ignited by diesel fuel, the addition of hydrogen to the engine could be a possible way to
improve thermal efficiency and reduce unburned methane which has a warming potential many times that of carbon
dioxide as it promotes a more rapid and complete combustion. This study carried out engine experiments using asingle cylinder engine with natural gas and hydrogen delivered separately into the intake pipe, and withpilot-injection of diesel fuel. The percentages of hydrogen in the natural gashydrogen mixtures were varied from 0%
to 50% of the heat value. The results showed that the hydrogen addition has an insignificant effect on the ignition
delay of the diesel fuel and that it shortens the combustion duration. The increase in the hydrogen ratio decreased
the unburned hydrocarbon emissions more than the reduction of the amount of natural gas that was replaced by thehydrogen. Further, the direct injection timing of the diesel fuel was varied from early in the compression stroke tonear top dead center to determine the optimum combinations of the hydrogen ratio and direct injection timing. …

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229073/2022-32-0073
Effect of Blended Fuel of Hydrotreated Vegetable Oil and Fatty Acid Methyl Esteron Spray and Combustion Characteristics
Shoi Koshikawa, Eriko Matsumura, Jiro Senda,(Department of Mechanical Engineering, Doshisha University)

9. Abstract
Research on alternative fuels is necessary to reduce CO2 emissions. Hydrotreated Vegetable Oil (HVO) of light fuelphysically improves spray and combustion characteristics. Fatty Acid Methyl Ester (FAME) is an oxygenated fuel andits combustion characteristics are chemically improved, although its spray characteristics such as penetration andatomization are deteriorated. The purpose of this study is to understand the effects of blending HVO, which has carbon
neutral (CN) characteristics, with FAME, which also has CN characteristics, on spray and combustion characteristics,
and to further improve emission such as THC and Smoke. This report presents the effect of the combination of
improved spray characteristics and oxygenated fuel on emissions. Spray characteristics such as penetration, spray
angle and spray volume were investigated by shadowgraph photography. Also, combustion characteristics such asheat release rate and emission were investigated using a single-cylinder diesel engine. As a result, with blending of
HVO and FAME, by increasing the percentage of HVO, lower the fuel density and kinematic viscosity, forming a low
penetration and high dispersion spray. In addition, entrainment is promoted and the spray volume tends to increase.
The emission performance was found to be significantly affected by chemical effects. Furthermore, blended fuel can
reduce THC and Smoke emissions compared to gas oil, while keeping the same NOx levels. …

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Exhibition Hall C
15:00 - 16:30
New Product Technology Part 5 of 10
Yuji Araki (Yamaha Motor Co., Ltd.)
Dimitrios Vogiatzis (Graz University of Tecnology)

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-001
Development of generator EU3200i equipped with new engine GX130
Hiroshi Koyama, Mitsutoshi Hirata (Honda R&D Co., Ltd.)

9. Abstract
The North American inverter–generator market is continually expanding because of the high demand for camper-van powersources and other leisure-sector applications. The most widely-used generators are in the 2-kVA class; however, in recent years,
the market for the 3-kVA class has increased. Portability is important in the leisure market because generators are often carried
to and from vehicles by hand. We have developed a new 3-kVAclass inverter–generator, the EU3200i that is portable and can beused to power various home appliances for leisure use. This generator adds several new technologies to the existing 2-kVA-class
EU2200i and has limited increase in size and mass while achieving high output and enhanced usability. First, the alternator
contains a neodymium bond magnet, and the dedicated GX130 engine has small displacement, high rotation, and a highcompression ratio; both alternator and engine are compact and powerful.
Second, the generator features Honda Power Products’ first battery-free fuel-injection system, realizing easy start-up while
suppressing fuel consumption by stoichiometric feedback operation. Finally, the packaging has a resin monocoque structure
instead of reinforcing frame members; this achieves the same noise level as in earlier models but with less mass. Owing to these
innovations, the EU3200i, with a power-to-mass ratio enhanced by 15% compared to the previous model, outperforms othermodels in the 3-kVA class in terms of compactness (79 L) and mass (26.8 kg).

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-005
Development of the FX820V air-cooled V-Twin engine for lawn mowers
Yasutaka Kobayashi (Kawasaki Motors, LTD)

9. Abstract
Mainly vertical air-cooled V-Twin engines have been used for lawn mowers. In recent years, in the field of lawn mowers, there has beena demand for environmentally friendly products while electric powered products have gradually started to be marketed mainly forresidential lawn mowers. However, unlike residential lawn mowers that have small deck-size chassis and short operating times, it isdifficult to electrify commercial lawn mower products that are mounted on large deck-size chassis and require high output performanceand long operating times. Internal combustion engines will continuously be used for this category.
Our company has already developed two generations of aircooled V-Twin engines and in those developments the reliability of the engines
has been improved. However, in order to meet and comply with severe environmental regulations expected in the future, it wasconsidered necessary to develop a third-generation engine with a significantly revised intake and combustion systems.
Therefore, the development of the new engine focused on the reduction of intake air loss related to intake air restrictions, theimprovement of thermal efficiency by a high compression ratio, and the improvement of combustion with the enhancing of tumble flow of
the intake air in the cylinder and combustion chamber.
This paper will introduce the newly developed thirdgeneration “FX820V” engine, which has a high compression ratio, 3 valves per cylinder(Intake 2, Exhaust 1), and small throttle body, to improving output performance, fuel economy, and exhaust gas emission values.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-002
Development of Titanium-Oxide Heated Exhaust Gas Oxygen Sensor for Advanced
Engine Management system in Small Motorcycles Applications
Akhilesh Jain, Rajesh Pandian (Napino Auto & Electronics Limited),
Ken Ervin Fosaaen (Kerdea Technologies)

9. Abstract
With the growing need for reduction in greenhouse gas emissions through vehicular tailpipe emission, it is required to optimize
internal combustion engine technology & its supportive components and increase the fuel efficiency to the maximum possible.
Although many developing countries like India have switched from carburetors to electronic fuel injection (EFI) systems in
two-wheelers, there are more that can be achieved for the reduction of tailpipe emissions.
An oxygen sensor is a necessary component in an electronic fuel injection system to have closed-loop engine control.
Currently, automotive oxygen sensors are big, require too much power for heater control, and are far too expensive to be suitable
for most global small engine applications.
To keep costs down, many motorcycle applications are using unheated sensors. Additionally, these small motorcycles have a low
exhaust temperature after starting, so it takes time even for the zirconia-oxide HEGO sensor to stabilize. Also, the convergence of
λ control may be delayed due to the reactivity in the close vicinity of stoichiometry. Whereas the resistivebased Titanium-Oxide
HEGO sensor, which is very sensitive to oxygen concentration and has shown fast response time, allows utilizing this advantage
for finer lambda control, improving the tailpipe emissions. It can also be expected to improve fuel efficiency.
Authors developed a Titania HEGO Sensor design to make it cost-effective, robust, compact, and able to customize considering
small engine applications. The authors have also validated the vehicle performance of this technology in terms of Emission,
Response time by benchmarking the Zirconia HEGO Sensor.
For the sensor design, the gas-sensitive metal-oxidesemiconductor (MOS) layer thickness is optimized using rigorous and diverse
trials. It possesses good resistance against water splash and its sensitivity enables the engine management system for detecting
misfires. The heater design is optimized to achieve the optimum temperature required for the activation of the sensor hence,
power consumption is minimal, and the mechanical design is optimized to fit in the compact mounting.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, Novenber 1
Room 407
17:00 - 18:00
Adovanced Combustion Part 5 of 5
Tatsuya Kuboyama (Chiba University)
Dimitrios Vogiatzis (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229070 / 2022-32-0070

7. Paper title

Effects of Ignition Timing and Fuel Chemical Composition on Autoignition
Behavior and Knocking Characteristics under Lean Conditions

8. Authors (Affiliation)

Kaede Shirane, Toshiki Kimura, Sota Nakamura (Graduate School of Science andTechnology, Nihon University), Karin Furusyo, Akira Iijima (Nihon University)

9. Abstract
This study focused on autoignition behavior and knocking characteristics. Using an optically accessible engine,
autoignition behavior was observed over the entire bore area, and the relationship between autoignition
behavior and knocking characteristics was clarified on the basis of visualized combustion images and frequency
analysis of the in-cylinder pressure waveform. In addition, chemical kinetic simulations were used toinvestigate the effects of different fuel chemical compositions on combustion and autoignition characteristics
under equivalent octane ratings. The results showed that the rate of autoignition development has a significant
effect on knocking intensity. In addition, the ρ1,0 mode is the dominant vibration mode caused by knocking,regardless of the location of autoignition. It can be inferred that strong knocking is caused by multiple vibration
modes. Furthermore, chemical kinetic simulation results and experimental data show that different fuelchemical compositions affect the onset of autoignition.

6. Paper No.(JSAE/SAE)

20229089 / 2022-32-0089

7. Paper title

Chemical Kinetic Analysis with Two-Zone Model on Spark KnockSuppression Effects with Hydrogen Addition at Low and High Engine Speeds

8. Authors (Affiliation)

Jun Goto, Yoshimitsu Kobashi, Yoshito Ueno, Gen Shibata, Hideyuki Ogawa(Hokkaido University), Minoru Yamamoto (Yamaha Motor Co., Ltd)

9. Abstract
Spark knock suppression with hydrogen addition was investigated at two engine speeds (2000 rpm and 4800
rpm). The experimental results showed that the spark knock is strongly suppressed with increasing hydrogen
fraction at 2000 rpm while the effect is much smaller at 4800 rpm. To explain these results, chemical kinetic
analyses with a twozone combustion model were performed. The calculated results showed that the heatrelease in the end gas zone rises in two stages with a remarkable appearance of low temperature oxidation(LTO) at 2000 rpm, while a single stage heat release without apparent LTO process is presented at 4800 rpm
due to the shorter residence time in the low temperature region. The mechanism of the spark knock
suppression with hydrogen addition can be explained by inhibition of the LTO reactions and H2O2 loop reactions
by the OH radical consuming reaction with hydrogen, leading to a reduction in the heat release fromhydrocarbon fuel at the initial stage of the ignition process. However, the OH radical is simultaneously produced
from H radical with hydrogen addition at the later stage of the ignition process. The reduction in the heat releasewith hydrogen addition can only be obtained at the initial stage of the ignition process, and the differences inspark knock suppression with hydrogen addition under low and high engine speeds are due to absence orappearance of LTO at the initial stage of the ignition process.

- 58 -

Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Thursday, November 1
Room 408
17:00 - 18:00
Vehicle Dynamics and Safety part 1 of 3
Hisayuki Sugita (SUZUKI MOTOR CORPORATION)
Alexander Hagenberger (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229086 / 2022-32-0086

7. Paper title

One Systematic Design Method and Control PerformanceEvaluation of
Heading Control System in Pleasure Boats

8. Authors (Affiliation)

Naoki Imamura (Advanced Technology R&D Center, Mitsubishi Electric
Corporation), Ryo Sakaguchi (Mitsubishi Electric Corporation)

9. Abstract
The pleasure boat intended in this paper is an outboard motorboat equipped with an outboard motor operating apropeller thrust and a steering angle. Outboard motor boats have a wide variation in the number of outboard
motors to be equipped with depending on the size and a shape of the boat itself, and the environmental
disturbances peculiar to a boat such as tidal currents and winds greatly influences the heading control
performance. Therefore, it is necessary to realize a robust heading control response to environmental
disturbances regardless of the variation of boats. There are two challenges for realizing such heading control
response. One challenge is ensuring the stability of the control system in the entire speed region from thelow-speed region for fishing applications to the high-speed region for mobile applications to which the autopilot
function is applied. The other one is the suppression of the deviation in the response time of the heading control
response. In response to these challenges, the authors proposed one systematic design method of heading
control system to stabilize the control response in the entire vessel speed region to which the autopilot function
is applied. We proved the validity of the proposed design method through the cruising test on the boats equippedwith the designed heading control system and the numerical simulation.

6. Paper No.(JSAE/SAE)

20229082/2022-32-0082

7. Paper title

Estimation of Vehicle Attitude of Off-road Motorcycles Integrating Small andLightweight On-board Equipment in Motocross and Cross-country

8. Authors (Affiliation)

Yuki Uto, Shinichi Inoue, Kazuto Yano (Kawasaki Motors, Ltd)

9. Abstract
Among others, off-road motorcycles are subject to changes in road surface conditions depending on weather
conditions, and the influence of riding operation on their behavior is significant. Therefore, for consistentevaluation of handling stability, it is effective to quantitatively understand the amount of riding operation andvehicle behavior through data measurement. However, when riding off-road motorcycles, the impact on thevehicle is large, and there are problems with the impact resistance of the measurement equipment. There is also ahigh risk of damage to sensors due to entrapment of mud or stones, etc. Therefore, when using high-precision
sensors, it is necessary to proceed with careful operational verification. In particular, since off-road motorcycles
are designed to be lightweight, measurement equipment for them must be lightweight as well and compact
enough to avoid possible large impact on the vehicle's dynamic characteristics. Due to such strict requirements fordata measurement, there have been few reports on vehicle behavior because measurement and analysis have notbeen sufficiently conducted. Therefore, in this study, we focused on the measurement and analysis of vehicle
attitude caused by riding operation, which is a typical vehicle behavior, with the measurement equipment mounted
in such a way that it does not interfere with riding operation while meeting the measurement requirements.
Because straight driving is relatively common on the course in general and the influence of riding operation isrelatively small during straight driving, we focused on the pitch angle as the vehicle attitude. The pitch angle isestimated by using (1) suspension deformation using a potentiometer and (2) an inertial sensor. First, we decided
to use the inexpensive method (1), which is also used in the study by Yagi et al (1). Next, we conducted (2). As aresult, we were able to estimate the pitch angle, which is the vehicle attitude due to riding operation on motocrossand cross-country courses, and confirm the vehicle behavior. From these results, it was found that the vehicle
behavior caused by riding operation during off-road motorcycle driving can be quantitatively demonstrated.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Room 409
17:00 - 18:00
Renewable Energy and Alternative fuels 5 of 5
Toru Nakazono(Yanmar Holdings/LEMA)
Maurice Kettner (Hochschuhe Karlsruhe University of Applied Sciences)

6. Paper No.(JSAE/SAE)

20229023/2022-32-0023

7. Paper title

Effects of different prechamber spark plug geometries on combustion
anomalies of an internal combustion engine

8. Authors (Affiliation)

Sebastian Oswald Söhnlein, Jörn Alexander Judith, Sascha Holzberger,
Marco Taschek, Maurice Kettner, Markus Klaissle, Danny Schwarz,(Ostbayerische Technische Hochschule Amberg-Weiden, Karlsruhe
University of Applied Sciences, Ostbayerische Technische Hochschule
Amberg-Weiden, SenerTec Kraft-Wärme-Energiesysteme GmbH)9. Abstract
Operating an Otto-Engine with hydrogen as fuel the probability of combustion anomalies like knocking,preignition and backfiring increases significantly. Knocking is strongly dependent on the operating point, while
the cause for preignition is still investigated. Literature as well as preliminary investigations to this worksuggest that especially the spark plug has a significant influence on the occurrence of preignition andbackfiring. Hence, the scope of this paper is to identify and understand the influence of the spark plug on
preignition in order to reduce their occurrence and receive more mechanical power from the engine. In the firststep, the operating conditions leading to preignition and backfiring are determined experimentally using anaturally aspirated single cylinder gas engine and a state-of-the-art prechamber spark plug. Afterwards,
different prechamber designs of the spark plug, including a variation of the cap volume, thickness and theorifices diameter, are investigated with respect to their tendency to cause preignition. Additionally,measurements are done with a spark plug in which the electrode material has been changed. 3D-CFD
simulations with the aim of visualizing the flow processes in the prechamber support the analysis of theexperimental results and are the base for new prechamber designs.

6. Paper No.(JSAE/SAE)

20229074/2022-32-0074

7. Paper title

E-Fuel applications in Non Road Mobile Machinery

8. Authors (Affiliation)

Armin Kölmel, Christoph Hiller von Gaertringen, René Schwerin, Stefan Schweiger,
Holger Lochmann (ANDREAS STIHL AG & Co. KG), Stephan Schmidt,Christian Zinner,
Dominik Gschanes, Roland Kirchberger (Institute Of Thermodynamics andsustainable Propupulsion Systems Graz University of Technology)

9. Abstract
Professional users in particular will continue to rely on internal combustion engine drives in the future due tohigh power requirements and high daily energy consumption. Especially if they have to work in rural areas
without the possibility of recharging batteries, such as in forestry or maintenance of road verges or railway
lines. For these applications, it must be possible to run sustainable fuels for defossilization and drasticallyreduced CO2 emissions. This paper provides insights into a possible future fuel market and describes its
evolution towards a more sustainable future from the perspective of a handheld equipment manufacturer. As
developments in the fuel market are currently difficult to predict, manufacturers of hand-held power tools withcombustion engines need to be prepared for changes in the composition of fuels that might become available on
the market. This paper presents the engine performance results of both a 2-stroke engine and a 4-stroke
engine, each with spark ignition, for typical handheld applications operating on a fuel blend of dimethylcarbonate, methyl formate and ethanol (DMC+) compared to commercially available fuels. Since DMC+ fueldiffers significantly in its chemical properties in terms of material compatibility, air demand and energy content
compared to regular fuels, changes to the hardware and engine calibration are necessary. In addition, acommon 2-stroke engine oil is not miscible with DMC+. Thus, a special newly developed oil had to be used tolubricate the engine. The investigations will show the influence of this fuel and the engine oil on the mixture
preparation, the combustion behavior as well as the resulting exhaust emissions.

- 60 -

Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Tuesday, November 1
Exhibition Hall C
17:00 - 18:00
New Product Technology Part 6 of 10
Wataru Yamamoto (Kawasaki Motors, Ltd.)
Sebastian Schurl (Graz University of Technology)

6. Paper Number

NPT2022-023

7. Paper title

Development of High-Speed, High-Accuracy Tool Runout Detector

8. Authors (Affiliation)

Takuya Kido (Honda Motor Co., Ltd.)

9. Abstract
What is important to maintain quality of machining in the machining center is how to control chips. In particular,
the chips caught in the spindle tapered section at the time of automatic tool change cause tool runout and affectmachining precision. Although various measures are taken to deal with this issue, a fundamental solution is yet
to be found. To address this issue, we have recently developed a chip detector that measures tool runout. Usedfor the measurement is the non-contact, eddy current sensor, which allows measurement in the unit of
micrometers in an environment wet with coolant. In the measurement by the sensor, however, errors occur due
to a variety of reasons. It is also necessary to take into account dimensional variations due to runout of thespindle itself and individual differences in tools. Accordingly, we measure runout accurately when chips arecaught by calculating the location of the center of the tool using the least-square method and filtering. Thus thehigh-speed, high-precision tool runout detection system is develop, enabling automatic operation to be stop
before machining begins. In the future, it is anticipated to help eliminate 100% inspection by assuring of quality inthe machining process.

6. Paper Number

NPT2022-022

7. Paper title

Energy conservation by use of two heat sources for heat treatment

8. Authors (Affiliation)

Tsubasa Mori, Akihiko Babazono (Honda Motor Co., Ltd.)

9. Abstract
Recognizing “climate change”, “energy issues” and “efficient use of resources” as key issues and setting a target
at zero environmental burdens on society, Honda is striving toward reduction of all kinds of environmental
burdens with a slogan “Triple ZERO” to cope with the said three issues. We at the motorcycle manufacturing
plant, Kumamoto Factory, set a focus on the gas (LNG 13A) consumed for heating purposes and decided to takeactions for reduction of gas consumption. To match up the energy saving goals in Honda’ s manufacturing sector
announced in 2016, we set a target at a reduction of energy consumption in the heat treatment shop by morethan 30%. Aluminum motorcycle parts such as frame bodies and the swingarms are produced here. After
molding by the gravity die casting method, the aluminum products undergo T6 heat treatment to enhancemechanical properties. The T6 heat treatment is composed of three processes: the solution treatment, thequenching, and the aging, using gas burning furnaces. The gas consumption was as high as 36% of the total
amount consumed in the production sector. Upon calculation of the necessary amount of heat in each process
and studies on the characteristics of electric furnace, it has been revealed that electric heating is more efficientin some of the processes. Based on the said findings, we have realized the “hybrid heat treatment” which uses
gas in the solution treatment furnace and electric heating for the quenching tank as well as in the aging furnace.
With these measures taken, we have achieved higher-than-target 38% reduction of energy consumption.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 407
9:00 - 10:00
Engine Technology Part 1 of 2
Ken’ichi Ohmori (Honda R&D Co., Ltd.)
Roland Kirchberger (Graz University of Technolpgy)

6. Paper No.(JSAE/SAE)

20229028 / 2022-32-0028

7. Paper title

Development of a Rotary Valve Engine for Handheld Equipment

8. Authors (Affiliation)

Norman H. Garrett, Mesbah Uddin (University of North Carolina - Charlotte), Mikael
Bergman, Garrett Purvis (Husqvarna AB), Darrick Vaseleniuck, Dan Cordier (Vaztec)

9. Abstract
A multi-position 4-Stroke piston engine utilizing a novel rotary valve system was developed for handheld
outdoor power equipment applications such as chainsaws, brush cutters, leaf blowers, and string trimmers. The
intent of the project was to create a low-emission 4-Stroke engine with 2-Stroke performance levels including
high RPM limits and power output. This was accomplished using a rotary valve system in lieu of the typicalpoppet valves of traditional 4-Stroke engines. The prototype was then incorporated into a functional product forfield testing and performance evaluations.
Three prototype 45cc rotary valve engines were developed and tested in both real-world usage and onlaboratory engine dynamometers to measure power output and emissions levels. The rotary valve systemprovided the ability to achieve high RPM limits without the risk of valve float, delivered improved volumetricefficiency, and exhibited lower vibration and noise levels with improved power density over traditional 4-Stroke
valvetrains. Additionally, the total valvetrain part count and complexity was greatly reduced over poppet valve
cylinder head designs.
This paper will discuss the goals of this exercise and the relative performance of the final prototypes.

6. Paper No.(JSAE/SAE)

20229017 / 2022-32-0017

7. Paper title

Effects of Engine Cooling System on Engine Performance:
Balancing Engine Power and Fuel Consumption

8. Authors (Affiliation)

Yota Sakurai, Yoshinori Nakao, Atsushi Hisano (Kawasaki Heavy Industries, Ltd.),
Kunihiro Tanaka, Michihisa Nakagawa (Kawasaki Motors, Ltd.)

9. Abstract
During high engine load, adequate engine cooling is necessary to prevent irregularly highly machinetemperatures and spark knock that are issues affecting high power from being achieved. However, excessive
cooling during low engine load or cooling locations that do not require cooling relatively exacerbates fuelconsumption. Therefore, optimization of the engine cooling system is needed to achieve higher performance of
motorcycle engines.
First of all, in water-cooled engines, conventional water cooling system adjusts the cooling amount via flow
channel switching with a thermostat, which is opened in high water temperature. However, with the bypass
channel, water may bypass the radiator but still continues to circulate, thereby leading to loss arising from heattransfer from the cylinders. Moreover, use of a thermostat allows water to flow through the radiator evenduring low engine loads under high water temperature operation, thereby resulting in further heat transfer fromthe cylinders. In order to solve this issue, we consider that an electromagnetic valve installed in a single pathcooling circuit without bypass channel blocks water circulation and creates zero flow without depending on
engine operation condition. As a result, we achieved early engine warming, loss reduction, and fuel consumption
improvement.
Next, with respect to the optimization of cooling distribution, we found it desirable to concentrate cooling near
the spark knock spots and hot spots and to warm the cylinder block for loss reduction simultaneously. As a
specific method, water inflow from the cylinder head instead of from the cylinder block can reduce knockstrength.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 408
9:00 - 10:00
Vehicle Dynamics and Safety Part 2 of 3
Jun Ishikawa (Honda Motor Co., Ltd.)
Alexander Hagenberger (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229046/ 2022-32-0046

7. Paper title

Development of Simulation Model for Estimating Loads Applied to
Scooter Frame when Traveling on Rough Roads

8. Authors (Affiliation)

Tetsuharu Maruyama, Shinya Takahashi (Honda Motor Co., Ltd.)

9. Abstract
In motorcycle development, weight reduction is important for save resources and reduce environmental impact.
On the other hand, it is important to verify the strength and durability of structural materials, such as the frame
body, and it is especially important to estimate the loads applied to individual parts when traveling on roughroads at the initial stage of the design. Regarding motorcycle models, a simulation technique for running onrough roads has already been proposed. However, when this simulation technique, as it is, was applied toscooters, a large error occurred in the estimated load values. This was thought to be due to insufficientmodeling of the structures and characteristics specific to scooters. Therefore, in this study, in order to develop
a simulation model to estimate the loads on the frame body of a scooter, we considered it necessary to obtainthese load transmission characteristics and attempted to model them specifically for the scooter. Based on thesimulation model for motorcycle type vehicles, components models of the rubber parts, the luggage box
including the seat bottom plate, and the cushions were newly built and incorporated into the vehicle simulation
model for running when traveling on rough roads. As a result, through the verifications of the estimation errors
when loads are applied to individual parts of the frame body when traveling on rough roads, it was confirmedthat the vehicle running model for scooters achieved the same level as that for the motorcycles, and theeffectiveness of developed modeling technology was confirmed.

6. Paper No.(JSAE/SAE)

20229112 / 2022-32-0112

7. Paper title

Simulation-Driven Aerodynamic Development of a HighPerformance Motorcycle

8. Authors (Affiliation)

Manish Garg, N. Jayaram (TVS Motor Company)

9. Abstract
Aerodynamics is of vital importance in the development of a high-performance super-sports motorcycle. It
directly links with the product’s performance in terms of top speed, handling dynamics and user experience. The
objective of this work is to achieve the best-in-class aerodynamic performance of a motorcycle using acomprehensive method, involving wind tunnel testing and CFD (computational fluid dynamics) modelling. Focusof the study is to understand the impact of aerodynamic forces on the ride comfort and handling (safety), in caseof high-speed operation. In this work, a comprehensive CFD model is developed to assess the aerodynamic
performance of a motorcycle. The model is validated with wind tunnel measurements – both for integral
parameters, namely, coefficient-of-drag (CD) and coefficientof-pitching moment (CM) and for a discrete
parameter, which is coefficient-of-pressure (CP) , measured at 30 different locations on the motorcycle fairing.
The coefficient-ofpressure is measured using pressure taps. A good agreement between the CFD model andwind tunnel measurement is observed. The results for integral quantities are within 5% error band, and fordiscrete parameters (CP), the correlation is of the order of 98% between the measurement and model. We haveanalyzed about 150 design variations to achieve the best in class aerodynamic performance. Further, the CFD
model is used to understand the transient forces experienced by rider head, because of vortex shedding fromthe wind shield (visor), head and its interaction. The study is conducted at two different heights of the rider head,with respect to wind shield, and at three different vehicle speeds. The results of this study, in terms of flow
visualization and dynamic forces on the rider head and its frequency analysis are discussed. A vortex shedding
from the helmet is observed at all speeds. Results are presented for two different position of the helmet withrespect to visor.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 409
9:00 - 10:00
NVH Technology
Keisuke Namekawa (SUZUKI MOTOR CORPORATION)
Stephan Schmidt (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229037 / 2022-32-0037

7. Paper title

Application of Participation Factor Focusing on Response at Specific Part
for Vibration Evaluation of Motorcycle Frame

8. Authors (Affiliation)

Masashi Michiue, Takeyuki Sakai (Kawasaki Heavy Industries, Ltd.)
Manabu Morikawa, Naoki Arino (Kawasaki Motors, Ltd.)

9. Abstract
In this study, we efficiently predict the vibration response of a design shape at a low computational cost in theearly development stage, select design proposals with good characteristics from many proposals devised by thedesigner at the early stage, and forward them to the next stage to achieve the front-loading of development
while increasing product value.
The application of participation factor (PF) focusing on the response at a specific part for vibration evaluation ofa motorcycle frame is described. To reduce the motorcycle frame vibration, an eigenvalue analysis was
performed, and appropriate design change proposals were efficiently selected using partial participation factor(PPF), an index showing the relevance of vibration of specific parts or positions.
Using the PPF, we extracted which vibration modes considerably contribute to the vibration response of the partof interest.
The mode shapes of the extracted vibration modes were all those in which the rear frame part was torsionally
deformed. Therefore, the torsional vibration was considered a cause of the vibration evaluation to be
insufficient, and some frame design change proposals for suppressing the torsion were proposed. In addition,
the effect of the design change proposals on the selected shape was verified.

6. Paper No.(JSAE/SAE)

20229016 / 2022-32-0016

7. Paper title

Developmen of Light-weight, Low-noise Exhaust Muffler Using a
Laminated Structure for the Muffler Shell

8. Authors (Affiliation)

Junichiro Suzuki, Yuji Kurasawa, Satoru Maki, Kazuyuki Oda (Honda Motor Co., Ltd)

9. Abstract
For motorcycles, the exhaust system is one of the major contributors to the overall acoustic performance.
Above all, the radiated noise from the muffler surface needs to be considered sufficiently for rider acoustical
comfort. In many cases, countermeasure parts need to be applied to reduce the radiated noise, which,consequently, hinders weight and cost reduction. This paper reports our study on reducing the radiated noisefrom the muffler surface by applying to the muffler shell a laminated panel structure in which two steel sheetscontact each other. We identified the major factors affecting noise radiation from the muffler surface and usedthe dynamic stiffness of the outer body surface as a physical quantity to evaluate the damping effect of thelaminated steel plate. Based on the idea that the damping effect of laminated steel plates mainly depends on thefriction force generated by fine relative displacement between the layers, the surface dynamic stiffness wasevaluated with various thickness combinations of the square plate, and it was found that the surface dynamic
stiffness was maximized when the thickness ratio was about 2:1. In light of this finding, we produced two
prototypes of laminated shell mufflers with circular and non-circular cross-sections, and evaluated their noise
reduction performance on actual motorcycles. The results showed that the radiated noise reduction
performance of the new mufflers was equivalent to that of a conventional structure muffler. Using the laminatedmuffler shell of the proposed thickness ratio, we achieved 13% weight reduction in a newly developed muffler.

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Exhibition Hall C
9:00 - 10:00
New Product Technology Part 7 of 10
Takashi Mitome (SUZUKI MOTOR CORPORATION)
Mikael Bergman (Orbital Corporation Ltd)6. Paper Number

NPT2022-008

7. Paper title

New electric propulsion system “HARMO” creates new marine experience

8. Authors (Affiliation)

Maejima Masaki (Yamaha Motor Co., Ltd.)

9. Abstract
As environmental interest increases, social demands for marine electrification go up significantly for thisseveral years. Our company has been studying how to provide low environmental footprint solution in marine
pleasure industry.
Since marine vehicle typically requires more energy consumption compare to land mobility, it makes us difficult
to provide realistic solution for marine users. One of our answers for this is to maximize customer value by
integrating our boat control technologies and electric advantages into one system as “HARMO” system. “HARMO”
provides not only eco-friendly operation, but also unmatched silence and revolutionary intuitiveness thatmarine users have ever experienced.

6. Paper Number

NPT2022-009

7. Paper title

Introduce of eGX, 2-kW-class packaged multipurpose electric power unit
powered by removable lithium-ion battery

8. Authors (Affiliation)

Shunsuke Sawasaki (Honda R&D Co., Ltd.)

9. Abstract
We’ ve developed eGX, a multipurpose electric power unit designed to be incorporated into commercial OEM
power equipment machines. The eGX unit consists of an easily exchangeable lithium-ion battery, reliable power
drive unit and a 2-kW-class motor. Concept of eGX is that:・Easy install by providing hole package (minimum electric development and installing is needed for machine
maker )
・Inherit toughness and reliability from GX engine, a world popular multipurpose gasoline engine
As a multipurpose power unit eGX has a diverse range of applications, including machines used in construction,
agriculture, the gardening industry and so forth. As benefits of electric power, eGX expand usage area ofmachine to indoor as a benefit of zero emission (air pollutant HC /NOx and greenhouse effect gas CO2 exhaustis zero). Additional merit is that:・Easy usage as only two buttons push to start・Low-vibration, low-noise and low-heat
・No oil maintenance and air cleaner maintenance
To provide continuous operation for users, battery can be replaced easily and charged quickly (60 minutes for80%). To charge quickly, forced cooling for battery and charger has been adopted with fan inside charger. To
install easily, eGX has two type, integrated type and separate type. Both of two types has same PTO (Power takeoff) shaft position from GX engine. Integrated type only needs same mount position from GX engine. Separate
type can be placed more freely with additional mount. To install easily, eGX has both packaged control box andbare cable connector for install optimum switches for machine. To optimize for various machines, machine
makers can rewrite software easily and select best parameters include revolution speed. To perform well forheavy vibrations, stator fastening structure, rotor shaft support structure are enhanced and rubbers installed toprotect electrical parts for integrated type. For cooling with closed package, both an outside fan and an inside
fan are installed to the motor.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 407
10:30 - 11:30
Engine Technology Part 2 of 2
Masahito Saito (Kawasaki Heavy Industries, Ltd.)
Roland Kirchberger (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229006 / 2022-32-0006

7. Paper title

Distribution of Friction and Moment of Inertia in Start of SI Engine

8. Authors (Affiliation)

Naoki Miyaoka, Hirotaka Sato, Masato Shimizu, and Junya Tanaka(Kogakuin University)

9. Abstract
In a general-purpose small SI engine, it is required to reduce fuel consumption under the operating conditionsof repeated start and stop. In other words, the energy distribution during engine start is an important indicatorof 0 rpm until idling speed. The SI engine needs to be driven by the motor at startup, and its electrical energy
must be minimized. However, the internal parts of the engine need to accelerate during startup, and its
electrical energy is affected by both friction and moment of inertia with the internal parts of engine. The
objective of this experimental research are two points. First, it is to determine the friction mean effective
pressure (FMEP) under idling speed of the engine. It is important for the finding of the minimum demanded
energy in startup to investigate the friction loss of each engine part. Second, it is to find the minimum demandfor energy from 0 rpm until idling speed. The minimum demand for energy ought to be determined by thebalance of FMEP and moment of inertia.
This research has made it possible to divide and measure the frictional loss and the loss due to the moment ofinertia during engine acceleration. To achieve the objective, it is proposed to use the experimental set up thatcombines the high-speed camera with the engine. The acceleration time in this research, which is the minimum
energy in the start of the SI engine, is 2.07s.

6. Paper No.(JSAE/SAE)

20229079 / 2022-32-0079

7. Paper title

Feasibility study of boosted DI technology for sport motorcycle

8. Authors (Affiliation)

Hayatoshi Sato, Masaki Torigoshi, Hiroki Takase, Naoki Makita(Yamaha Motor CO., LTD.)

9. Abstract
The sport motorcycles continue to provide riders with the riding pleasure by the excellent potential of mobility
performance brought by lightweight, compactness and high-performance powertrains.
However, we are in a situation where we need to make efforts to reduce CO2 emission as much as possible on a
global scale, and we also need to make serious efforts to reduce CO2 emission for sport motorcycles. The
challenge for sport motorcycles from this perspective is a drastic improvement in fuel efficiency while
maintaining the “vehicle dynamic performance”, “drivability performance” and “to meet the latest exhaustemission regulation”, and Yamaha has been proceeding the several feasibility studies aiming for realizing thischallenge as advanced development.
In one of the feasibility studies, “Downsizing Concept with boosted DI technology,” we developed a research
motorcycle equipped with a powertrain that achieved a specific output of 156kW / L (133kW / 0.85L) on a sport
motorcycle. As a result of the development, we were able to obtain 92g / km-CO2 in WMTC which is equivalent
to about 30% improvement in fuel efficiency compared to the best FE model in 2017, while keeping excellent
drivability.
In this report, we will introduce the development of this powertrain “Internal Combustion Engine (ICE) withturbocharger (TC)” for motorcycle especially following two (2) viewpoints.
1) To balance engine performance, emissions, and fuel economy.
2) Drivability development to obtain linear throttle response or the required drivability.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 408
10:30 - 12:00
Vehicle Dynamics and Safety Part 3 of 3
Hisayuki Sugita (SUZUKI MOTOR CORPORATION)
Dominik Gschanes (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229003/2022-32-0003
Application of a Road Simulator to Efficient Fatigue Reliability Evaluationof an Off road Motorcycle
Hideki Makida, (Kawasaki Motors, Ltd.)7. Paper title
8. Authors (Affiliation)
9. Abstract

Recently, application of a Multi-axis road simulator has been studied to improve reproducibility of vehicle running, however thesystem is complicated and expensive due to the large number of vibration axis. Therefore, it is necessary to clarify theevaluation object and balance the evaluation accuracy with the test efficiency appropriately.
In this study, we have developed a method for efficient fatigue reliability evaluation of an off-road motorcycle with the roadsimulator. We focused on the simulation of a jump section of a track because it had been clarified that the fatigue damage in thejump section accounts for the most of the fatigue damage to the vehicle in one lap on the track.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229029/SAE 2022-32-0029
Development of evaluation technology for motorcycle advanced rider assistance systems
Shohei Hosokawa, Kazuya Nagasaka (Kawasaki Heavy Industries, Ltd),
Hiroyuki Watanabe (Kawasaki Motors, Ltd.)

9. Abstract
The Kawasaki Heavy Industries Group established its Group’s new vision statement, describing what the Group envisions
becoming in 10 years ― “Group Vision 2030: Trustworthy Solutions for the Future.” In order to provide solutions for social issues
and create a hopeful future, we will transform our business structure into a form which promises faster growth in line withenvironmental changes. In the field of “Near-Future Mobility,” which is one of the fields we are focusing on, we are the firstJapanese motorcycle manufacturer to adopt the Advanced Rider Assistance System (ARAS), with the aim of transforming the
movement of people and goods. We began selling models equipped with this system in early 2022. ARAS, which is an advanced
rider assistance function for motorcycles, is just a rider assistance function, and the rider is ultimately responsible for properly
operating the vehicle. Therefore, even if this system malfunctions, that must not interfere with the safe operation of the rider. To
install ARAS in a mass-produced vehicle, we must clarify the impact of ARAS malfunction on the rider’s driving, that is, whether
the rider is able to make appropriate decisions and operate the vehicle, even during a malfunction. However, it is difficult tocreate the same malfunction situation and evaluate this system safely in actual driving tests by general riders with different
riding skills. In addition, no existing evaluation method exists because this is the first time this system was applied to
motorcycles. Therefore, we utilized our previously developed motorcycle riding simulator to conduct a riding test on a digitalspace to safely confirm the impact of an ARAS malfunction on the rider's riding. The types of malfunctions that could cause
harm to the rider were extracted from the risk assessments. By reproducing the high-risk situation from situations in which
each malfunction could cause danger to the rider, the rider’s decision and action during such situations were efficiently
evaluated. A situation in which both the frequency of occurrence and the magnitude of harm to the rider are high is defined as ahigh-risk situation. The evaluation results confirmed that the rider can safely operate the vehicle, even if it undergoes amalfunction.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229039/2022-32-0039
Development of Tire Force Estimation Logic for Off-road Four-wheelers
Taichi Inaba, Takenori Terada, Atsushi Sano (Kawasaki Heavy Industries, Ltd.),
Hideyuki Kato (Kawasaki Motors, Ltd.)

9. Abstract
Recently, off-road four-wheelers are used in various situation. To develop future models that matches the users’ demands,
collecting data about how vehicles are actually used in market is effective. In this paper, we proposed a method to estimate tireforces using formula derived from simple equation of motion of a vehicle. This method is constructed to be suitable formassproduces vehicles, since only inexpensive sensors are needed. In order to verify the estimation accuracy of the proposed
method, another method that can measure the tire forces more directly and to be compared with the proposed method isnecessary. In research and development in the field of automobiles running on the paved surfaces, tire force is often measured
using a six-component force sensors mounted on the wheels. However, these sensors are basically intended for vehicles
driving on the paved surfaces, and are not considered for measurement in situations such as unpaved off-road surfaces.
Therefore, we applied another method to calculate the tire force based on the measurement results of strain gage attached on
vehicle frame. Strain values are pre-calibrated by simulation and driving tests of basic driving patterns. The estimated tireforces by the proposed methods are compared with those calculated by strain gages measurement of vehicle frame, and thegood agreement has been obtained.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 409
10:30 - 12:00
Materials & Manufacturing
Hirotaka Kurita (Yamaha Motor Co., Ltd.)
Christoph V. Hiller (ANDREAS STIHL AG & Co. KG)

6. Paper No.(JSAE/SAE)

20229075 / 2022-32-0075

7. Paper title

The Effect of Welding Conditions on the Bonding Strength for Resistance
Welding of Steel and Aluminum Casting

8. Authors (Affiliation)

Takaharu Suzuki (Yamaha Motor Co., Ltd., Nagoya Institute of Technology),
Hidenori Wakuda, Hisashi Harada (Yamaha Motor Co., Ltd.)

9. Abstract
Aluminum castings are widely used in transportation equipment because of their high strength to weight ratio, heat
conductivity, and corrosion resistance. In the past, heattreated steel and cast iron were used for engine parts that required
wear resistance, but the demand for weight reduction has gradually increased, and nowadays most of the large parts thatmake up an engine are made with Aluminum. If the large aluminum casting parts requires wear resistance, the steel parts
may be partially included. The method is to wrap it at the time of casting or to accurately press it in. However, in order toachieve functionality, it may be better to partially bond the steel. Therefore, for the purpose of bonding a wearresistant steel tothe cast aluminum AC4C alloy, the influence of the bonding conditions and the shape of the joint was investigated in this study.
This time, using the resistance welding method, we focused on the reactions and microstructural changes that occur near theinterface between steel and aluminum. In order to obtain a large bonding strength, it is important to remove the oxide film on
the aluminum surface, control the influence of the intermetallic compound layer generated at the interface between steel andaluminum, and increase the amount of plastic flow on the joint surface. But, in bonding by resistance welding, each process ofenergization, heating, deformation, and joining is performed in a very short time, and it is difficult to understand the effects andinterrelationships between each factor. It has also become clear that as the target area to be bonded becomes larger, it
becomes more difficult to bond under the same conditions at all interfaces of steel and aluminum. For this reason, we decided
to start with a simple shape and then join test pieces that are gradually complicated and have a large area shape. In addition,
considering that a partial difference in adhesive strength will occur, an undercut groove has been added as acountermeasure.

6. Paper No.(JSAE/SAE)

20229078 / 2022-32-0078

7. Paper title

Stiffness optimization process using topology optimization techniques and lattice structures

8. Authors (Affiliation)

Hiroyuki NAGAMOTO, Koji KOBAYASHI, Hideyuki FUJITA (Yamaha Motor Co., Ltd.)

9. Abstract
In recent years, topology optimization technology has been widely applied as a means of achieving weight reduction. On theother hand, the development of additive manufacturing technology (3D printing) is making it possible to manufacture
structures called lattices. In this paper, we show that it is possible to create even stiffer structures by combining bothtechnologies, and we develop a design process that includes optimization calculations.

6. Paper No.(JSAE/SAE)

20229042 / 2022-32-0042

7. Paper title

Structural Optimization of Motorcycle Top Bridge

8. Authors (Affiliation)

Riku MITSUI, Hirotaka KURITA, Hiroyuki NAGAMOTO (Yamaha Motor Co., Ltd.)

9. Abstract
The role of design in merchantability has become increasingly important in recent years. In this context, there is aneed to establish a design-oriented design method for structural components. Topology optimization is a method thatcan create shapes beyond human knowledge, and its applicability as a design feature is expected. However, theobjective function cannot be set freely at present, and optimization of strength requirements is a particular challenge.
In this paper, a case study is conducted on a steering wheel bridge to apply topology-optimized geometry, which has
design potential, to a structural member by conducting two-step optimization of topology and geometry.

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Exhibition Hall C
10:30 - 12:00
New Product Technology Part 8 of 10
Takashi Mitome (SUZUKI MOTOR CORPORATION)
Mikael Bergman (Orbital Corporation Ltd)6. Paper Number

NPT2022-010

7. Paper title

New possibility of motorcycles, ships and other applications using new
SCiB™ rechargeable lithium-ion battery

8. Authors (Affiliation)

Kazuhiro Namba, Atsushi Inamura, Morio Suzuki, Koji Ishiwa, Masahiro
Sekino (Battery Division, Toshiba Corporation)

9. Abstract
As the world moves toward carbon neutrality, the global society is more dependent on electrical energy,
especially among them, lithium-ion batteries are expected to play a key role in supporting a decarbonizedsociety as safe, clean, and efficient energy storage device. In recent years, the requirements for batteries havediversified as a result of expanding in a variety of applications. High power, long life, and safety are increasingly
important, in addition to high energy.
Toshiba rechargeable lithium-ion battery “SCiBTM” offers features such as rapid charging, high power, long lifeand safety. In particular, the newly commercialized combination type cell has both high energy density and highpower density while offering excellent features as the existing SCiBTM cells.
In this paper, overviews of the new SCiBTM and expected applications are provided. Applications for new
SCiBTM are proposed based on the results of the lifetime analysis of existing SCiBTM. The new SCiBTM enables
high-performance electric boats, electric/hybrid motorcycles and etc.

6. Paper Number

NPT2022-012

7. Paper title

2.5 kW class NEO'S Electric Scooter with Removable Battery

8. Authors (Affiliation)

Yamasaki Ryosuke (Yamaha Motor Co., Ltd.)

9. Abstract
European demand for electric scooters is expected to increase as new customers switch from commuting by
car to commuting with two-wheeled vehicles, due to prohibitions on entering urban areas, parking shortages,
and traffic congestion. Also, increased taxes, fees and fuel costs for internal combustion engine vehicles are
incentivizing consumers to switch from conventional 50cc scooters to electric scooters. This is expected to leadto an increase in demand for electric scooters. In response, Yamaha has developed a new zero-emission EV
version of the popular NEO'S 50cc scooter.

6. Paper Number

NPT2022-014

7. Paper title

The Cost Effective 48V Inverter

8. Authors (Affiliation)

Shigeru Saito, Kazuki Harada (Nidec Elesys Corporation)

9. Abstract
Nidec-Elyesy can provide highly reliable and low cost inverters for small power applications.
The low cost can be achieved by the base platform design system, power switch adjustment for required power
level and detailed specification consultation with customers.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 407
13:30 - 15:00
Hybrid and Electric Drives Part 1 of 2
Yasuyuki Muramatsu (Yamaha Motor CO.,ltd.)
Kai Beck (Andreas Stihl AG & Co. KG )6. Paper No.(JSAE/SAE)
7. Paper title

20229002 / 2022-32-0002
Development of Smart Drive 48V e-Motorcycle
Michael Kastner, Hubert Friedl, Christian Hubmann, Patrick Falk, Bernhard Graf
(AVL List GmbH, Austria)

8. Authors (Affiliation)
9. Abstract

The electrification of two-wheelers is advancing significantly faster than that of the automobile, especially in Asia [1]. Along with thisglobal trend for electrification, especially motorcycle industry is entering new spheres of highly advanced products and has to meet theincreasing customer demands for electric mobility. Beside hard facts such as performance, driving range, durability and ease of use, also
the brand specific attributes such as styling, driveability and even sound for electrified 2-wheeler are very emotional, unique selling
prepositions. To determine the subjective parameters for driveability and acoustics, dedicated tools and methods have been developed
and used to quantify these attributes with high maturity.
A battery-electric motorcycle has been developed to experimentally prove the achievement of premium subjective attributes.
Commercially available products have been taken as benchmark reference. With maximum output of up to 20kW, a maximum speed of
100 km / h and a range of more than 100 km (with 4 kWh battery capacity), this actual demonstrator vehicle delivers highly appealing
driving performance and impresses in particular with its excellent drivability. Furthermore, this vehicle demonstrates lowest in-classnoise radiation and delighting sound quality.
Besides attractive subjective attributes all kinds of electric motorcycles (same as automobiles) have to meet all the stringent safety
regulations (eg. ISO 26262) and environmental standards.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229025 / 2022-32-0025
Experimental and simulative transient behavior investigation of a hybrid
powertrain handheld tool
Dimitrios Vogiatzis, Stephan Schmidt , Hans Juergen Schacht, Roland Kirchberger(Graz University of Technology), Martin Arenz (Andreas Stihl AG & Co. KG)

9. Abstract
A transient behavior investigation of a hybrid hand-held tool is carried out on near real load conditions, through a hybrid experimental
and simulative study. As this study focuses on handheld tools with a varied or transient load operation like chainsaws and brush cutters,
a use of a blower tool as a test-carrier and a throttle body implementation on its blower air pipe adds a controllable braking mechanism.
This allows for driving varied load cycles without the need of a testbench. Experimental investigation takes place at both start-up,
shut-down and load conditions and for different drive control and commutation modes of electric motor. The controller characterizationand parameter selection are done. After the load cycles are driven on the test-carrier, the characterizing data are transferred to the
MATLAB and Simulink simulation model to correct and calibrate its transient behavior. After proving the concept of a hybrid tool, different
load cycles are examined for defining the energy management strategy. Finally, the energy storage system is characterized for the hybrid
tool and the application-attached simulation model compares the reference tool with the hybrid one in terms of efficiency.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229018 / 2022-32-0018
Efficiency Increase of a Conventional ICE Powertrain with CVT by 48VHybridization with Focus on L Category Powersport Applications
Alexander Hagenberger, Hans-Juergen Schacht, Stephan Schmidt, Roland Kirchberger (Instituteof Thermodynamics and Sustainable Propulsion Systems Graz University of Technology)

9. Abstract
In recent years, E-mobility relevance has increased in the automotive sector, yet pure electric vehicles struggle to establish themselvesin the still internal combustion engine (ICE) dominated sector of L-category and powersport applications. Battery electric hybrid
L-category vehicles, as considered in this paper, combine both ICE and electric powertrains. Nowadays, numerous ICE L-category
vehicles use rubber V-belt continuous variable transmissions (CVT) due to their reliability and user-friendliness, which often outweighs
the drawback of relatively low efficiency. This paper not only aims to show, with the help of longitudinal dynamic simulation (LDS), how astate-of-the-art L-category ICE powertrain with special focus on the CVT can benefit from hybridization in terms of overall efficiency, but
furthermore points out where the efficiency increase actually comes from and how this new knowledge can be implemented intelligently
into a hybrid strategy. For this purpose, a Matlab/Simulink forward LDS model of the vehicle including all its powertrain components isbuilt up. The research vehicle uses an uncontrolled centrifugal clutch (CC) located on the input shaft of the CVT. The hybrid module,
consisting of a 48V E-motor, inverter and a battery, is added in parallel hybrid architecture (P3 configuration) between the CVT output andthe driven wheel. In this study, load on the CVT is increased during ICE driving by using the E-motor as a generator, while charging thebattery at the same time and using this energy for pure electric driving afterwards. This load point shifting strategy (LPS) proves to be
especially beneficial during low vehicle speed driving, when both the ICE as well as the CVT load and thus their efficiency is low. The
study shows fuel consumption benefits of 43% in the WMTC for the considered vehicle, calculated according to the legislativerequirements. Furthermore, the final LPS hybrid strategy is also tested in other, real-world driving scenarios to prove its real-world
applicability.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 408
13:30 - 15:00
Two Stroke Engine Part 1 of 2
Akira Iijima (Nihon University)
Luca Romani (University of Florence)

6. Paper No.(JSAE/SAE)
7. Paper title

20229012 / 2022-32-0012
Experimental Analysis of a Uniflow Scavenged Two-Stroke Concept
Stefan Sturm, Stephan Schmidt, Michael Lang, Roland Kirchberger(Graz University of Technology)

8. Authors (Affiliation)
9. Abstract

The target data for a modern two-stroke engine used in the automotive sector, for example as a hybrid
compound in a Plugin Hybrid Electric Vehicle (PHEV) or Range Extender Electric Vehicle (REX), include a range
of demands and challenges to be a viable alternative to the four-stroke engine. A modern two-stroke concept
must fulfill at least the same level of durability requirements and should have also advantages in terms of
packaging, cost and weight. A major challenge is to generate a gas-exchange process which reduces the loss offuel and air during the scavenging process to a minimum and enables a stochiometric exhaust gas. In a
two-stroke engine, the in-cylinder burned gases of the previous combustion cycle are scavenged out of thecylinder by the inflowing fresh air. Therefore, an implementation of a 3-way catalyst as an effective
aftertreatment system with operation at a stochiometric combustion requires a highly efficient scavenging andfuel injection strategy throughout the entire operational range to avoid possible losses of fresh air and fueltowards the exhaust line.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229057/2022-32-0057
On the Potential of Transfer Port Injection Strategies for a Two-Stroke Engine
Francesco Balduzzi, Luca Romani, Giovanni Ferrara (Università degliStudi di Firenze), Paolo Trassi, Jacopo Fiaschi (Betamotor SpA)

9. Abstract
The main drawback of an in-cylinder Low Pressure Direct Injection (LPDI) in a two-stroke engine is the difficultyof achieving a satisfactory vaporization level in low load conditions. The liquid droplets are characterized bylarge diameters and, when the temperature level and the velocity of the scavenging flow field are low, the timeneeded for the droplet vaporization and the homogenization with fresh air becomes too long to guarantee asuitable mixture formation. A transfer port injection allows a higher flexibility, due to the possibility of
performing a mixed injection either directly in the cylinder or indirectly in the crank case, depending on the load
request or engine speed. Also, an even lower injection pressure can be adopted with respect to an in-cylinder
LPDI injection, which is relevant in case of lightweight and low power applications. On the other hand, the time
available for the direct in-cylinder injection is limited to the scavenge phase.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229063/2022-32-0063
Describing the Auto-Ignition Quality in Small, Air Cooled, Two Stroke Engines
Per Risberg, Thomas Elm, Mikael Bergman, Fredrik Hellquist (Husqvarna
Group), Anna Karvo, Rupali Tripathi (Neste Oyj)

9. Abstract
In this paper, a matrix of six different fuels with different combinations of MON and RON values were tested on a
Husqvarna 550 XP Mark II, a modern air cooled, sequential stratified scavenging 2-stroke chainsaw engine.
Ignition timing sweeps were performed and knock limited spark advance (KLSA) were calculated. Then the data
has been analyzed with a multi-variate analysis of KLSA against both MON and RON to try to determine how
MON and RON should be combined to best describe the anti-knock quality on this specific engine. The results
show that neither MON nor RON describes the anti-knock quality well on this product. The AKI (the average of
RON and MON) described the anti-knock quality best of the conventionally recognized anti-knock quality
measurements. From the multivariate analysis the K-value was determined to be 0,59. Using a fuel with a more
ideal combination of MON and RON on this type of products without knock control can limit the maximum
cylinder pressure and cylinder top temperature. This is likely to extend the life time of the forest and garden
equipment significantly. Small engine gasoline fuel, also known as alkylate gasoline, has a good combination of
RON and MON that makes it outperform other market fuels from an Anti-knock quality perspective on the tested
engine. At the same time small engine gasoline has other benefits, such as less health hazardous exhaustemissions, that can improve the work environment for loggers. This tailor made forest and garden fuel remain
mysteriously anonymous outside of Europe.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Room 409
13:30 - 15:00
Materials & Manufacturing
Hirotaka Kurita (Yamaha Motor Co., Ltd.)
Christoph V. Hiller (ANDREAS STIHL AG & Co. KG)

6. Paper No.(JSAE/SAE)

20229010 / 2022-32-0010
Development of Resin Coated Piston suitable for Monolithic Cylinders
made of Hypereutectic Al-Si Alloy
Keita Watanabe, Hirotaka Kurita (Yamaha Motor Co., Ltd.)7. Paper title
8. Authors (Affiliation)
9. Abstract

This study focuses on improving durability of the resin coated piston developed especially for the monolithic
cylinder made of a hypereutectic Al-Si alloy, so-called DiASil®. The newly developed resin was designed to be
cured at a relatively low temperature considering over-aging of a piston and confirmed that it exhibited a lower
friction coefficient compared to an existing resin coating. Furthermore, pistons of which skirts had various
depth and pitch of grooves filled with the resin coating were offered to evaluate wear and seizure
characteristics. The results showed deeper grooves on piston skirts were remarkably effective to delay a
seizure. All the seizures were triggered when the ratio of Al substrate exposed to the sliding surface reached
up to 60-80%, which implied it can be the empirical criteria for a seizure. Therefore, it can be considered theseizure does not occur as long as adequate resin coating remained in the grooves. Finally, influential factors forthe seizure and printability of deep grooves were discussed.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229024 / 2022-32-0024
Development of 1520 MPa Class Lightweight Suspension Springs
Hideki Kato, Shinji Kasatori (Honda Motor Co., Ltd.), Hirokatsu Kameda(Hitachi Astemo, Ltd.), Shoichi Suzuki (NIPPON STEEL SG WIRE CO., LTD.)

9. Abstract
The spring is an important component part of the suspension of motorcycles and automobiles. As the spring
constitutes an unsprung weight, the suspension complies more quickly if the spring weighs less. Especially in
off-road motorcycles, which are often subjected to extremely hard conditions such as full acceleration andbraking, quick turning and jumping, a reduction of unsprung weight contributes to an enhancement of dynamic
performance. As an effective means to reduce weight, use of the light-weight titanium instead of the commonlyused steel is seen in some examples. However, applications of titanium are limited only to large-diameter
springs because of its higher cost and challenging in coiling. To achieve a steel spring that weighs lower than atitanium counterpart, we aimed at a spring that features such a fatigue strength that allows stressing as higher
as to 1520 MPa. Three technical options are used, 1) Shot peening, 2) Removal of decarburized surface on wirematerial, 3) Control of inclusion of impurities. As a result, we developed a steel spring with lower weight thantitanium.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229041 / 2022-32-0041
Silver surface treatment applicable to bolts for motorcycles
Hiroshi Hirayama (Honda motor Co., Ltd.), Manabu Inoue, Takeshi Koike(Dipsol Chemicals Co., Ltd.)

9. Abstract
In motorcycles, the exposed mechanical parts play important roles in the styling design. The bolts that fasten
these parts a good appearance in addition to the fastening function. Since many parts of a motorcycle aredesigned so as to appeal the mechanical and metallic beauty, needs are higher for silvercolor bolts. Motorcycle
bolts are exposed to the external environment, so they are required to have also cosmetic durability. Though
there is a surface treatment having a higher cosmetic durability such as the chromium plating, due to its
metallic gloss like a mirror, chrome-plated bolts are applicable only to specific models and parts. In this study,
we developed a surface treatment that enhance the appearance and cosmetic durability required of boltsfor
motorcycles. The layer of developed surface treatment is dip coating with thin film polyorganosiloxane material
on zinc plating. Clarified a zone where both the appearance and the cosmetic durability are attainable throughthe studies on the amount of aluminum flakes in the dip paint and the amount of chemical conversion coating.
Clarified that the friction coefficient can be adjusted to the same level as the previous plating by maintaining theamount of friction modifier within a specific zone. With the above-mentioned, we achieved surface treatment forbolts that has a generally applicable silver color appearance and cosmetic durability.

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Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Wednesday, November 2
Exhibition Hall C
13:00 - 15:00
New Product Technology Part 9 of 10
Keisuke Namekawa (SUZUKI MOTOR CORPORATION)
Guilherme Batalha (Graz University of Technology)

6. Paper Number

NPT2022-006
Improvement of 6.1L Diesel Engine V6108 for Tractor to Comply with
Emission Regulations and Meet Market Demands
Naoya Junicho, Toshio Nakanishi, Hideki Yoshikawa, Soichiro Watanabe (Kubota Corporation)

7. Paper title
8. Authors (Affiliation)
9. Abstract

Recently, Kubota has been going ahead with business expansion to large scale farming around the world. Therefore,
we mass-produced a diesel engine “V6108” with the maximum output of 99.2 kW for tractors in 2009. We set thedisplacement of V6108 to 6.1 L, which is the maximum of Kubota, in order to emphasize the low-speed torque required
for tractors. Generally, 6-L class industrial diesel engines have 6 cylinders, but V6108 pursues compactness and has
advantages of cost and maintenance by reducing number of cylinders six to four. Up to now, we have increased theoutput to 129 kW to meet the demands of the tractor market for higher output.
This paper introduces the features of V6108 for tractors and technologies for increasing the output while complying
with the emissions regulations that have become stricter in stages.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-011
Development of 2021 MT-09
Nobuyuki Miyoshi (YAMAHA MOTOR CO.LTD.)

9. Abstract
MT-09 that appeared as a NEW model in 2014 started providing value to the market as an image leader of “Master of
Torque” which is a common slogan of “MT series”. Since then, the second generation, which has a completely
redesigned appearance, and the TRACER9 and XSR900, which are equipped with different product characteristics
using a common engine, continue to provide value to the market and are highly evaluated.
This time, in order to further improve the attractiveness of the product, raise awareness of safety that has been
increasing in recent years, and respond to exhaust gas regulations, we have newly developed the third generation“MT-09” that has completely renewed the engine, body and electrical components.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-025
Engine and electronic control development for the new GSX-S 1000 and GSX-S 1000 GT
Seiya Suzuki, Keisuke Namekawa, Yoshisato Inayama, Toshihiko Atsumi(SUZUKI MOTOR CORPORATION)

9. Abstract
Launched in 2015, the GSX-S1000 is based on the GSX-R1000 engine, which has a proven track record in a number ofsuperbikes and endurance races, and was born as a sporty street bike with upright riding position. It is a model thatenhances the power in the low-to-mid range, and allows you to enjoy riding on the street with exciting intake andexhaust sound.
The current model GSX-S1000 series have been highly evaluated by engine development focused on sports driving on
the street. In the new model, “GSX-S1000GT” as a sports touring model has been added to the GSX-S1000 series. And,the goal of engine development was to improve touring performance in addition to sports performance.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-018
Development of H’ness CB350
Hidetoshi Wakasa, Takuya Osanai, Shintaro Teshima, Takeyuki Kariyasu(Honda Racing Corporation)

9. Abstract
Recently in India, the market is growing for middle and large size motorcycles in addition to the smaller models
mainly for daily transportation purposes. In the core of such users are those of the young generation who often share
their touring experiences via SNS. The use of motorcycles, which used to be a mere means of transportation, ischanging to enjoy them as a hobby. On the other hand, they also maintain traditional values with a focus on an
awesome, high-status image as well as user-friendliness in day-to-day use. In addition to that, they also demandsuch a convenience that allows stress-free use of smartphone, which is important in modern life, even when theuser is on the motorcycle. Keeping these backgrounds in mind, we planned a new model to fill the variety of needsfrom daily commuting to a long touring.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Thursday, November 3
Room 407
9:30 - 10:30
Hybrid and Electric Drives Part 2 of 2
Yasuyuki Muramatsu (Yamaha Motor CO.,ltd.)
Kai Beck (ANDREAS STIHL AG & Co. KG )6. Paper No.(JSAE/SAE)

20229085 / 2022-32-0085

7. Paper title

Effect of Varnish Impregnation Range of Motor Stator on Vibration Characteristics

8. Authors (Affiliation)

Yoshisada Sakamoto, Mihiro Nakanishi, Motoki Hirano, Yoshiyuki Terada(Suzuki Motor Corporation)

9. Abstract
A motor for an electric vehicle has a stator core and a coil bonded with insulating varnish. The Impregnation ofvarnish in the stator and at the coil end greatly affects the vibration characteristics of the stator. In this paper,
the experimental modal analysis of the sample stator was carried out to measure the vibration characteristics,
and a vibration analysis model of the stator with the finite element method was developed.
The laminated structure of an electromagnetic steel plate constituting a stator is modeled by anisotropic
material properties. The joint stiffness of the varnish which connects the stator and the coil is modeled. We alsomodeled the varnish applied to the coil end. We carried out eigenvalue analysis and frequency response
analysis. The simulation results are basically consistent with the experimental mode shapes and natural
frequencies under 1000 Hz.
The effect of the varnish impregnation range between the electromagnetic steel plates of the stator on thevibration characteristics was investigated. The natural frequencies of the first and second mode which isdeformed into an oval shape in the stator cross section are increase as the varnish impregnation range iswider. The response level around the stator at excitation point also increases. In addition, vibration analysis was
performed by changing the varnish coupling stiffness of the coil end, and it was confirmed that the bondstrength of varnish at the coil end has a large effect on the natural frequency of the stator.

6. Paper No.(JSAE/SAE)

20229094 / 2022-32-0094

7. Paper title

Suboptimal Online Energy Management for a Fuel Cell/Supercapacitor/
Battery Electric Vehicle Using Artificial Neural Network Approach

8. Authors (Affiliation)

CHIEN-LIANG CHEN (Department of Industrial Education, National Taiwan
Normal University), YI-HSUAN HUNG (Undergraduate Program of Vehicle
and Energy Engineering, National Taiwan Normal University), ZHU-YANG QIU(Department of Industrial Education, National Taiwan Normal University)

9. Abstract
This research aims at developing the suboptimal energy management strategy by using artificial neural network(ANN) for a triple-electrical-energy electric vehicle (EV). The controller hardware designs will be implemented
in the future. Firstly, we constructed a low-order dynamic equations that abstracted the characteristics of thevehicle, including energy sources (the fuel cell, lithium battery, and supercapacitor), driver’s model, traction
motor, transmission, and longitudinal vehicle dynamics, etc.. The key parameters were mostly retrieved fromthe commercialization software-Advanced Vehicle Simulator (ADVISOR). Base on the vehicle structure of the
Toyota Mirai, we built the range-extended EV. The powertrain system included an 110kW fuel cell set, a 40Ah
lithium-ion battery set, and a 165F/48V supercapacitor and a 150kW AC motor. The ECMS control strategy
included a six-layer for-loop: the battery state-of-health (SOH), power demand, the battery state-of-charge(SOCb), the supercapacitor state-of-charge (SOCSC), the power ratio of battery to power demand(α) and thepower ratio of the supercapacitor to power demand(β). The ECMS data for ANN training was divided to twoparts, the input part is four for-loop and the output part is α and β. To evaluated the benefit of the ANN, arule-based (RB) control was designed as well. A standard driving cycle, New European Drive Cycle (NEDC), waschosen for the energy improvement evaluation. The energy consumption for RB and ECMS is [17.6258,
8.9141kWh], respectively, in two-time NEDC cycles. The energy improvement for ECMS is approximately 50% and
the ANN accuracy is higher than 90%. The hybrid system can be scaled down to a small mobility in the near
future.

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Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Thursday, November 3
Room 408
9:30 - 10:30
Two Stroke Engine Part 2 of 2
Akira Iijima (Nihon University)
Luca Romani (University of Florence)

6. Paper No.(JSAE/SAE)

20229076/ 2022-32-0076

7. Paper title

Study of Pre-chamber Jet Combustion Behavior using a Small
Two-stroke Optically Accessible Engine

8. Authors (Affiliation)

Takato Deushi, Takuma Naka, Tatsuya Tsujiguchi, Akira Iijima (Nihon University)
Shiro Yamaguchi, Minoru Kuroiwa, Kuniyoshi Eto (Yamabiko Corporation)

9. Abstract
A small 2-stroke engine can be an effective power source for an electric generator mounted on a series hybrid
electric vehicle. In recent years, a technology referred to as pre-chamber jet combustion has attracted attention
as a means of enhancing thermal efficiency by improving mixture ignitability. In this study, experiments wereconducted to investigate differences in combustion behavior between the application of spark-ignited (SI)
combustion and pre-chamber jet combustion to a small, two-stroke engine. The experimental equipment used
was a two-stroke, single-cylinder, optically accessible engine with a displacement of 63.3 cm3. Differences
between conventional SI combustion and pre-chamber jet combustion were examined by means of in-cylinderpressure analysis, in-cylinder combustion visualization and image processing software. The diameter of theconnecting orifice of the pre-chamber was varied between two types. The results revealed that the combustion
time and indicated mean effective pressure obtained with pre-chamber jet combustion were more stablecompared with conventional combustion. It was also found that a linear jet combustion flow was formed with asmaller connecting orifice diameter and the combustion time was shortened, but combustion was not stable. In
addition, it was found that the maximum pressure decreased with a higher jet flow velocity.

6. Paper No.(JSAE/SAE)

20229080 / 2022-32-0080

7. Paper title

Numerical Investigation of the Effect of Engine Speed and
Delivery Ratio on the High-Speed Knock in a Small Two-Stroke SI Engine

8. Authors (Affiliation)

Kuniyoshi Eto, Tatsuya Kuboyama, Yasuo Moriyoshi, Toshio Yamada (Chiba University)

9. Abstract
Knocking occurs within the high-speed range of small two stroke engines used in handheld work equipment.
High-speed knock may be affected by the engine speed and delivery ratio. However, evaluation of these factors
independently using experimental methods is difficult. Therefore, in this study, these factors were independently
evaluated using numerical calculations. The purpose of this study was to clarify the mechanism by which theintensity of high-speed knocking that occurs in small two-stroke engines becomes stronger. The results
suggest that temperature inhomogeneity due to insufficient mixing of fresh air and previously burned gas may
induce high-speed knocking in the operating range at high engine speeds.

- 75 -

Abstracts of Technical Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Thursday, November 3
Room 409
9:30 - 11:00
Diesel Engine
Tadao Okazaki (LEMA/ Kubota corporation)
Roland Kirchberger (Graz University of Technology)

6. Paper No.(JSAE/SAE)

20229013 / 2022-32-0013
Effect of Pilot Injection on Improvement of Fuel Consumption and Exhaust
Emissions of IDI Diesel Engines
Yoshiyuki KIDOGUCHI, Yuzuru NADA, Tatsuya ICHIKAWA, Haruto MIYOSHI,
Kazuhiro SAKAI (Tokushima University)

7. Paper title
8. Authors (Affiliation)
9. Abstract

It is well known that indirect injection (IDI) diesel engines have better exhaust performance but lower fuel economy thandirect-injection (DI) diesel engines. In recent years, fuel efficiency has been strongly demanded to reduce global warming.
Therefore, the IDI engine is required to reduce fuel consumption. According to past research, fuel injection control can be one of
the means to improve fuel efficiency in the IDI system. This paper tried to apply two-stage fuel injection as one of the fuel injection
control methods to improve fuel efficiency while suppressing exhaust emissions. Particularly, since it is considered necessary to
reduce the amount of injection during the ignition delay period in the sub-chamber with the IDI type, two-stage injection with asmall amount of pilot injection was applied. In the study, engine tests were first conducted by changing the injection timing withsingle-stage injection, and then, the heat generation processes were analyzed to understand the combustion characteristics thatare important for improving fuel efficiency and exhaust performance with IDI diesel combustion. Based on these analyses, pilot
injection was applied as a means of controlling combustion characteristics to improve fuel economy and exhaust emissions. As aresult, it has been shown that if two-stage injection with a small amount of pilot injection is used in place of single-stage injection,
combustion with a shortened combustion period is possible. This combustion can avoid delay of the end of combustion while
suppressing the initial combustion, thereby improving fuel efficiency. Especially when the main injection timing is delayed later
than that of single-stage injection, fuel injection can be performed without delaying the end of main injection due to pilot injection.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229052 / 2022-32-0052
Development of 1.5L Diesel Engine for Stage V with common rail system
Shoichi Okimi, Kentaro Nagai, Reo Yoshida, Tomoya Akitomo, Takahiro
Yamazaki (KUBOTA Corporation)

9. Abstract
EU StageV emissions regulations have been enforced in the European market since 2019, increasing environmental requirements
for diesel engines. EU StageV has been tightened compared to EPA Tier4 regulation, which demand PM (Particulate Matter)
reduction and added new PN (Particle Number) regulations.
Until the previous regulation EU Stage IIIA, the power category from 19kW to 37 kW had adopted mechanical IDI (Indirect-Injection).
This mechanical engine is characterized by compactness and lightweight because of simple structure. Therefore, this engine isappreciated by customer with easy installation. On the other hand, to achieve EU StageV, it is necessary to adopt the electronic
direct injection common rail system with more precise fuel injection and advanced exhaust gas aftertreatment device.The newly
developed engine is not only small displacement of 1.5L, but also four-cylinders, and it is low vibration in addition compactness andlightweight. However, the bore of this engine is smaller than other similar displacements, because it is the unique four-cylinders. It
was modified to DI (Direct-Injection) for the first time at this displacement, and common rail system was adopted. By applying
Center-Direct-Injection-System, in which the injectors are arranged vertically at the center of combustion chamber, it waspossible to inject fuel uniformly. Therefore, air and fuel are easily mixed even in small bore and small combustion chamber.
Furthermore, Intake and Exhaust system were changed from two valves to four valves to intake more air. These modifications may
increase engine dimensions, the exhaust emissions reduction device was specially designed, and we realized compactness andlightweight by new built-in arrangements.

6. Paper No.(JSAE/SAE)
7. Paper title
8. Authors (Affiliation)

20229068 / 2022-32-0068
Studies on Spray and Combustion Characteristics of Throttle Type Nozzle
Used in a Swirl-Chamber Diesel Engine
Zenta Sudo, Beini Zhou, Yuma Hozen, Jin Kusaka (Waseda Univercity),
Kenya Ajiro (Mitsubishi Heavy Industries Engine & Turbocharger, Ltd.),
Tomohiro Koga (Mitsubishi Heavy Industries, Ltd.)

9. Abstract
Among industrial engines, vortex chamber diesel engines are mainly used in small engines with output of less than 19 kW, and they
employ an indirect injection system in which fuel is injected into a sub-chamber called a vortex chamber. The throttle-type nozzle
used in swirl-chamber diesel engines is expected to change its spraying behavior depending on ambient conditions because thepressure fluctuations in the nozzle cause the needle valve to lift, and the injection amount is controlled by the amount of lift of theneedle valve. In addition, the dimensions of the vortex chamber of a vortex chamber diesel engine are smaller than the spraydevelopment distance, and wall impingement of the spray is expected. In this study, spraying and combustion experiments wereconducted using a constant volume chamber to understand the behavior of the spray from a throttle-type nozzle. Then, based on
the obtained data, we developed a numerical simulation model to reproduce the hollow spraying behavior of a throttle nozzle.

- 76 -

Abstracts of NPT Sessions
1. Date2. Room
3. Time4. Session
5. Chair (Affiliation),
Co-chair (Affiliation)

Thursday, November 3
Exhibition Hall C
9:30 - 11:00
New Product Technology Part 10 of 10
Jun Ishikawa (Honda Motor Co., Ltd.)
Guilherme Batalha (Graz University of Technology)

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-017
Development of NT1100
Tasuku Oyama, Takazumi Hayashi, Shinsuke Yuki, Masaki Nishimura (Honda Motor Co., Ltd.)

9. Abstract
There is steady demands for big tourer motorcycles mainly in European countries. Many of such users switch from a
middle-class motorcycle or an existing big tourer. To fill needs of such customers, we have recently developed a new big
tourer model. With respect to the product concept, we set two issues; “user friendlier in casual use yet reliable in weekend
touring” and “modern and elegant appearance”.
Accordingly, we set performance goals at “agility and pleasant wind flow in city use” and “stability and wind protection at
higher speeds”. Keeping in mind higher speed riding and luggage-loaded travels, the frame body of the proven adventure
tourer CRF1100L is employed, and the motorcycle’s dimension is altered for more on-road use. The split-type windscreen
equipped with the height adjuster is applied to provide efficient wind protection at higher speeds as well as at lower speeds
in city use. In terms of styling, the dynamic silhouette and the modern and elegant appearance of body surfaces are further
shaped up with the character lines in each part. Thus realized is the big tourer NT1100.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-019
Development of Dax125
Takashi Yagi, Toru Uesaka (Honda Motor Co., Ltd.), Yuichi Yokoyama (Honda R&D Co., Ltd.)

9. Abstract
In the Recent Japanese motorcycle, sales are growing in the smaller model segment having an engine under 125cc.
Honda’ s models of that category for leisure purposes are popular among experienced users and so-called “return” users.
Also in ASEAN countries, there is an increasing presence of such motorcycles as a means of self-expression by young
people trying to go up the ladder. Keeping in mind the said backgrounds, we have recently developed for the growing market
the Honda Dax125 having a steel monocoque frame with an emphasis on Honda’ s uniqueness. The unique steel monocoqueframe serving as an exterior design part is the biggest feature of this model and realizes a lovely and eyecatching stylingdesign having casual atmosphere. With the pressed-steel, T-shaped monocoque frame serving as a key component, various
functional parts such as the fuel tank, the air filter, and the accessories are contained in it. The frame dimension isdetermined to allow riding with a passenger and to help ensure adequate strength and stiffness when coupled with the
125cc engine. The styling design, the component parts design and the analysis by CAE were conducted simultaneously when
determining the layout of complete motorcycle. This developed is the new Dax125 which has nostalgic yet fresh atmosphereand allows casual riding with a passenger as a “family-and-leisure sneakers”.

6. Paper Number
7. Paper title
8. Authors (Affiliation)

NPT2022-027
Development of a new electric three-wheeled vehicle “noslisu” that combines
natural maneuverability, stability, and loading capacity
Hiroshi Ishii, Takeshi Nakajima, Wataru Yamamoto (Kawasaki Motors, Ltd.)

9. Abstract
Kawasaki Motors, Ltd. will release a new electric threewheeled vehicle named “noslisu” series in the spring of 2023.
“Noslisu” is an electric three-wheeled vehicle developed by our company that has abundant load ability, stable running, andunique functional beauty. The development of “noslisu” began with the desire to contribute to the affluent lives of more
people in society by providing them with mobility that is safe, comfortable, and easy to move around on. By adopting aunique and patented leaning mechanism that combinesthe stability inherent to three-wheeled vehicles with our mobility
development technology cultivated in the motorcycle business, we have achieved smooth and stable driving with minimalrisk of tipping over. In addition, since the vehicle stands on its own even when empty, no kickstand is needed when parking.
The “noslisu cargo” was developed to meet the many requests for “more cargo”. By securing a loading space in the center ofthe vehicle, the “noslisu cargo” has the largest loading capacity of all the “noslisu” series. This makes the “noslisu cargo”
ideal for use in many logisticsscenarios, such as parcel delivery and in-plant transportation. Therefore, it will also contributeto the realization of carbon neutrality in the logistics industry, the utilization of diverse human resources, and the
exploration of an alternative means of transportation to automobiles.
In the future, we plan to market the product to general consumers. By realizing outdoor leisure activities and the ability foranyone to carry and transport large-capacity cargo easily, we will open up new possibilities for diversifying lifestyles. By
developing these three sets of specifications, we will contribute to the realization of a safer and more comfortable world
with carbon neutrality. This article will explain the concept of “noslisu,” our efforts to realize the technology and, finally, ourfuture plans.

- 77 -

Soluon partners ofexperimental produconThailand Factory

Japan Factorycasng simulaon

S-MAX
The new machine

We are a casng manufacturer that provides high-quality aluminu
aluminumum
sand casng parts
parts. Our main products are trial parts for prototypee
rts
vehicles(four wheels/two wheels) and engine parts for motor sports
vehicles. Our characterisc is integrated manufacturing services:from making wooden mold, casng to precision machining.
We have introduced a number of advanced system such as a
3D laminated sand mold printer, casng simulaon and a highprecision X-ray device to sasfy customer demands for high quality
products with short lead-mes.

๼཰ܲۜ଒޽‫ࣞהۂ‬ճऀऀ
Hokuriku Light Metal Industryy Co.,Ltd
td.
Japan Factory : 138-2 Akamaha Yorii-machi, Osato-gun, Saitama-ken
369-1211, Japan
Thailand Factory : 33/3 Moo4 T. Wangpana,A.Bangsai, Ayuhaya,13270, Thailand

About Himeji -1Himeji
Himeji is located at the center of the Harima Plain in the southwestern part of Hyogo
Prefecture. Surrounded by mountains and the Seto Inland sea. Himeji has developed asa transportation hub of western Japan. Blessed with a mild climate and natural beauty,
the city has realized excellent cultural characteristics through its long history as acastle town. Since Himeji became a city in April 1889, its population has increased
together with expansion of the city area, and now currently exceeds 540,000, including
more than 10,000 international residents. While evolving as a center for economics,
culture and education in the Harima region, the city now comprises a large economic
and cultural block in the region.

Himeji Castle -World Heritage-

TOURIST SPOT

In 1993 Himeji Castle was designated as
Japan’s first World Cultural Heritage site. It is
the finest surviving example of early
17th-century Japanese castle architecture,comprising 83 buildings with highly developed
systems of defense and ingenious protection
devices dating from the beginning of the
Shogun period. It is a masterpiece ofconstruction in wood, combining function withaesthetic appeal, both in its elegant
appearance unified by the white plasteredearthen walls and in the subtlety of therelationships between the building masses andthe multiple roof layers. The castle is also
called Shirasagi-jo (White Egret Castle)
because of its beautiful white exterior.

TOURIST SPOT

Koko-en Garden
Kokoen, the Nishi-Oyashiki-ato garden, opened
in 1992 and shares the landscape with theWorld Cultural Heritage Himeji Castle. It is a
traditional round-the-pond style Japanesegarden, designed to make the best use of thelayout of the Nishi-Oyashiki-ato, former
samurai residences and paths discovered byarcheological excavation. Each time you passthrough a gate or cross a moat, one of the ninedifferent gardens presents itself. It is a popularlocation for shooting historical Japanese
dramas. Sojuan teahouse in the Tea Garden,
built in the sukiya architectural style, offers
matcha tea for ¥500 per person.
- 80 -

About Himeji -2Shoshazan Engyoji Temple

TOURIST SPOT

Shoshazan Engyoji Temple is an ancient Tendai
sect temple, established by the priest Shoku in
966. The complex of buildings is at the top of
Mt. Shosha approximately 25 minutes by bus
from Himeji Station. The mountain summit canbe reached by either a one-mile hiking trail or
Mt. Shosha Ropeway, and it is often visited bypilgrims. Scenes from The Last Samurai werefilmed here.

TOURIST SPOT

Nearby islands
The ieshima are a collection of 44 islands justoff the coast of Himeji City in the Seto Inland
Sea. Of the islands, just four are large enoughto be inhabited, and of these, Ieshima is thelargest.
The Ieshima Jukkei is a collection of ten scenic
spots that can be found across the islands.
Spots include the site of old castle ruins on
Ieshima and other Edo-period remains. The
islands can be accessed by a ferry from Himeji
Port.

GOURMET
Himeji Cuisine
There are many local cuisine you can enjoy in Himeji. Try out some “Himeji Oden” with ginger
soy sauce and Japanese Sake made by the selected sake-brewing rice such as Yamada
Nishiki and Hyogo Yume Nishiki.

- 81 -

Useful Websites■ Arcrea HIMEJI (Conference Venue)
https://www.himeji-ccc.jp/en/■ Hotel Nikko Himeji (Banquet venue)
https://www.hotelnikkohimeji.co.jp/en/■ Himeji Convention & Visitors Bureau
https://www.himeji-kanko.jp.e.adl.hp.transer.com/■ West Japan Railway Company
https://www.westjr.co.jp/global/en/■ Japan Rail Pass
https://japanrailpass.net/en/■ VISA Information of Japan
https://www.mofa.go.jp/j_info/visit/visa/index.html■ Kansai International Airport
https://www.kansai-airport.or.jp/en/■ Information related to COVID-19 in Japan
https://www.isa.go.jp/en/covid-19_index.html- 82 -

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- 83 -ō ōō ō',    Small Powertrains and Energy Systems Technology Conference

Supportingg
Organization

October 31-November 2, 2023
Minneapolis, Minnesota

CALL FOR PAPERS/PRESENTATIONSSAE is pleased to announce the 27th Small Powertrains and Energy Systems
Technology Conference (SETC2023). The conference is jointly sponsored by
JSAE and SAE International. SAE is asking you to share your experience andknowledge on small powertrain applications by submitting an abstract for
the SETC2023.

Topics Under Consideration

Process and part oriented topics• Advanced Combustion• Renewable Energy and Alternative Fuels• Emission and Environmental Impacts• Engine Components and Fuel Supply Systems• Lubricants and Tribology• Engine Technology• Powertrain Controls• Vehicle Components• Vehicle Dynamics and Safety
Development oriented topics• Materials and Manufacturing• Measurement and Simulation• NVH Technology• Data-driven digitalization for small powertrain and energy
systems
Special Topics• Collegiate Event• New Product Technology (Oral Only submissions requested here)

Abstracts must be submitted online via website page to
only ONE session. Offered papers shall not have beenpreviously published; and if accepted, contributors will not
release their paper for publication through other media.
• Paper acceptance will be based on organizer moderated
peer review of a review ready manuscript.
• Refer to the author resources site at volunteers.sae.org/authors.
htm for other useful information in preparing your paper.
• Portal for submission of abstracts will be
open on November 3, 2022
• Deadline for submitting paper offers March 28, 2023
• Review Ready Manuscripts due tosession organizers May 9, 2023
• Final Manuscripts and copyright assignments due to SAE
September 5, 2023
• Authors will be charged a nominal registration
fee for colloquium attendance.

General Author Resources Page
volunteers.sae.org/authors.htm
How to Write an SAE
International Technical Paper
volunteers.sae.org/authors/
sae_tech_paper.pdf

For questions contact
Brandie Schandelmeier
SAE International+1.724.772.7191
brandie@sae.org

Reviewer Resources
If you are interested in becoming
a paper reviewer, guidanceand judgement information isprovided here volunteers.sae.org/
reviewers.htm

SUBMIT

P221019150

Type of Propulsion:• SI & Diesel Engine• Two Stroke Engine• Hybrid and Electric Drives• Small and Micro Combined Heat and Power (CHP) Systems

SETC2022 URL https://www.setc-jsae.com/
Society of Automotive Engineers of Japan, Inc. E-mail: SETC2022@jsae.or.jp