Schedule Outline

9
Mon,
Oct
29

12

15

One day course ---------->

18

Technical Visits

Open
SessionHalf day course ---------->

21
Welcome
Reception

Exhibition
Tue,
Oct
30

Opening
Ceremony
KeynoteAddress

Technical Session
Exhibition

Wed,
Oct
31

Technical Session
Exhibition

Thu,
Nov
1

Technical Session
Exhibition

Lunch
and
Closing
Ceremony

Plenary
SessionBanquetIntroduction of FISITA

1

(Blank)

Contents
Small Engine Technology Conference
Introduction of SETC 2007 …………………………………………………

4

Committee Members

5………………………………………………………

SETC 2007 Meeting Outline………………………………………………

6

Keynote Speakers…………………………………………………………

7

Plenary Session……………………………………………………………

8

Exhibition…………………………………………………………………… 11

Technical Visits ……………………………………………………………… 12
Special Events ……………………………………………………………… 14
Open Session……………………………………………………………… 15

Session Timetable………………………………………………………… 16

Technical Session………………………………………………………… 17

Welcome to Niigata, Toki Messe ………………………………………… 35
Travel Information …………………………………………………………… 36
Conference Registration …………………………………………………… 38
Payment ……………………………………………………………………… 39
Hotel Information …………………………………………………………… 40
Floor Guide / Niigata City Map

3

Introduction of SETC 2007

Since its first event in 1989, Small Engine Technology Conference (SETC) continues to be theinternational conference for small engines and related products. SETC is jointly sponsored bySociety of Automotive Engineers of Japan, Inc. (JSAE) and SAE International (SAE).
JSAE is pleased to offer the 13 th SETC in Niigata from October 30 to November 1 at Niigata
Convention Center (Toki Messe) with the cooperation of Japan Land Engine Manufacturers
Association (LEMA) and Japan Boating Industry Association (JBIA).

Considering the circumstances of small engines, arising concerns for global warming and otherenvironmental issues, the main theme for this Conference,

Sustainable Mobility --- Energy

Conserving for the Future , has been taken. The present status and problems will be presented
by leading experts in the Plenary Session on the second day, Wednesday, October 31.

SETC History
Conference

City

Country

SETC 1989

Milwaukee

USA

SETC 1991

Yokohama & Hamamatsu

Japan

SETC 1993

Pisa

Italy

SETC 1995

Milwaukee

USA

SETC 1997

Yokohama

Japan

SETC 1999

MadisonUSA

SETC 2001

Pisa

Italy

SETC 2002

Kyoto

Japan

SETC 2003

MadisonUSA

SETC 2004

Graz

Austria

SETC 2005

BangkokThailand

SETC 2006

San Antonio

USA

SETC 2007

NiigataJapan

4

Chair : Masahito Suzuki (Yamaha Motor Co., Ltd.)
Hironori Iguchi (Suzuki Motor Corporation)
Hideo Shoji (Nihon University)
Hiroshi Takata (Kawasaki Heavy Industries, Ltd.)
Yasushi Tsuritani (Japan Boating Industry Association)
Teiichiro Wakayama (Japan Land Engine Manufacturers Association)
Kazuo Yamakawa (Honda R&D Co., Ltd.)

Chair : Shunichi Kometani (Yamaha Motor Co., Ltd.)
Akira Hasegawa (Yamaha Motor Co., Ltd.)Ryosuke Ishikawa (Suzuki Motor Corporation)
Mikio Kato (Honda R&D Co., Ltd.)
Takashi Mitome (Suzuki Motor Corporation)
Masaaki Miura (Yamaha Motor Co., Ltd.)
Osamu Miyake (Kawasaki Heavy Industries, Ltd.)
Tadao Okazaki (Kubota Corporation)
Ryozo Okita (Yamaha Marine Co., Ltd.)
Yasuhiro Sugimoto (Honda R&D Co., Ltd.)Ariyuki Touma (Riken Corporation)

JSAE SideSAE International Side

Chair : Takashi Mitome (Suzuki Motor Corporation)
Minoru Iida (Yamaha Motor Co., Ltd.)
Toshimi Kobayashi (Kawasaki Heavy Industries, Ltd.)Yuh Motoyama (Yamaha Motor Co., Ltd.)
Tadao Okazaki (Kubota Corporation)
Ryozo Okita (Yamaha Marine Co., Ltd.)
Kazuyuki Shiomi (Honda R&D Co., Ltd.)Tomoo Shiozaki (Honda R&D Co., Ltd.)
Hideo Shoji (Nihon University)
Izumi Takagi (Kawasaki Heavy Industries, Ltd.)
Yasuhito Tanaka (Suzuki Motor Corporation)
Kazuto Usui (Japan Land Engine Manufacturers Association)

Chair : Robert Fleck (Queen’s University of Belfast)
Michael S. Brenner (Lubrizol Corp.)
James N. Carroll (Southwest Research Institute)
Roy Douglas (Queen’s University of Belfast)
Jaal B. Ghandhi (University of Wisconsin – Madison)
Robert Kee (Queen’s University of Belfast)
Kenneth Kicinski (Eclipse Manufacturing Co.)
Nagesh S. Mavinahally (Techtronic Industries NA, Inc.)
Jay S. Meldrum (Michigan Technological University)
Daniel Nehmer (Bombardier Recreational Products)
Paul J. Richards (Innospec Ltd.)
Sebastian Strauss (Stihl Inc.)
Anthony A. Szczotka (Robert Bosch Corp.)
Andrew P. Traxel (Briggs & Stratton Daihatsu, LLC.)
Jeff J. White (Southwest Research Institute)

Robert Burrahm (Southwest Research Institute)
Roy Douglas (Queen's Univ. of Belfast)
Robert Fleck (Queen’s Univ. of Belfast)
Jaal Ghandhi (Univ. of Wisconsin - Madison)
Iio Hiroshi (Suzuki Motor Corporation)
Richard Hollar (Consultant)
Shunichi Kometani (Yamaha Motor Co., Ltd.)
Robert Kee (Queen's Univ. of Belfast)Franz Laimboeck (Southwest Research Institute)Nagesh Mavinahally (Techtronic Industries NA Inc.)
Akio Miguchi (Kawasaki Heavy Industries, Ltd.)
Tadao Okazaki (Kubota Corporation)
Ryozo Okita (Yamaha Marine Co., Ltd.)Paul Richards (Innospec Ltd.)Benjamin Sheaffer (Consultant)Sebastian Strauss (Stihl Inc.)
Anthony Szczotka (Robert Bosch Corp.)
Andrew Traxel (Briggs & Stratton Daihatsu LLC)
Yuji Tsushima (Honda R&D Co., Ltd.)
Jeff White (Southwest Research Institute)

SETC 2007 Meeting Outline
Monday, October 29
Technical Visit
One day course
Half day course
See page 16
Open Session
See page 19
Welcome Reception
See page 18
Exhibition
See page 15

8:30 – 17:00
12:00 – 17:00
at Registration Area of Toki Messe 2F
17:30 – 19:15
at Snow Hall B of Toki Messe 2F
19:40 – 21:30
at Observation Deck of Hotel Nikko 31F
16:00 – 19:30
at Atrium of Toki Messe 2F

Tuesday, October 30
Opening Ceremony
See page 7
Keynote Address
See page 9
Technical Session
See page 20-38
Lunch
Exhibition
See page 15

9:00 – 9:30
at Snow Hall B of Toki Messe 2F
9:30 – 10:30
at Snow Hall B of Toki Messe 2F
11:00 – 17:30
at Room 201A/B(2F), 301A/B, 302A/B(3F)
of Toki Messe
12:30 –14:00
at Snow Hall A of Toki Messe 2F
10:30 – 16:00
at Atrium of Toki Messe 2F

Wednesday, October 31
Technical Session
See page 20-21, 39-53
Lunch
Plenary Session
See page 10
BanquetSee page 18
Exhibition
See page 15

8:30 – 14:30
at Room 201A/B(2F), 301A/B, 302A/B(3F)
of Toki Messe
12:00 –13:30
at Snow Hall A of Toki Messe 2F
15:00 – 18:00
at Snow Hall B of Toki Messe 2F
19:00 – 21:30
at Continental Room of Hotel Okura 4F
9:00 – 16:00
at Atrium of Toki Messe 2F

Thursday, November 1
Technical Session
See page 20-21, 54-63
Lunch and Closing Ceremony
See page 14
Exhibition
See page 15

8:30 – 12:00
at Room 201A/B(2F), 301A, 302A/B(3F)
of Toki Messe
12:00 –13:30
at Snow Hall A of Toki Messe 2F
9:00 – 12:00
at Atrium of Toki Messe 2F

K eynote S peakers
Tuesday, October 30, 9:30-10:30 at Snow Hall B
1985 Dr.techn. with distinction, Graduation, Technical University Graz1991 Univ.-Dozent, venia docendi, Habilitation in Internal Combustion
Engines, Technical University
1992 Civil Engineer for Mechanical Engineering
1987 Award forInnovation in Environmental Techniques

1990, 1999 3x SAE Awards "Excellence in Oral Presentation"
1999 SETC Award

Best Paper of Conference , Madison, WI

2004 - 2006 Chairman of the SETC Organizing Committee

Dr. Franz J. LAIMBOECK

Profesional Milestones

Program Director SI Powertrain,
SouthWest Research Institute,
San Antonio, TX, USA

Motorcycle GP Racer 500cc & unlimited class, Austrian champion 1975

University Professor
Technical University Graz, Austria,
Internal Combustion Engines

Founder & Head of Two-Wheeler & Small Engine Division 1980-1985, 19871998, Techn. University Graz
Head of Department and Full Professor for AE & ICE, Da- Yeh Institute ofTechnology,Taiwan, 1991-1994
Head of Product LineCompact Engines & 2-Wheelers ,Dep.Vice-President, AVL-List, Graz, 1998 thru 06
Subject : The many Dimensions of Small Engine Products,
What drives the Technical Characteristics and the Looks.

1990 Graduate from Tokyo Inst. of Tech. (Dr. of Engineering)
1990 Research Associate of Chiba Univ.
1994 Guest Researcher of Univ. of Texas, Austin
1995 Associate Professor of Chiba Univ.
2006 Guest Professor of Univ. of Karlsruhe in Germany
1995 JSME Research Encouragement Award
1995 JSAE Asahara Research Encouragement Award
2001 ILASS-Japan Best Presentation Award
2004 JSAE-SAE SETC Best Presentation /Research Paper Award

Dr. Yasuo MORIYOSHI
Associate Professor
Chiba University, Japan

Major Research Topics
Analysis of gasoline engine knocking, Fuel spray analysis, Control of in-cylinder mixture formation, HCCI combustion analysis, Nano particles calculation,
Small rotary engine development, New ignition system development
Subject : Survival of Small Gasoline Engines for the FuturePower Source

7

Wednesday, October 31,
Theme : Sustainable Mobility

15:15-18:00 at Snow Hall B-Energy Conserving for the Future-

In the SETC2007 Plenary Session, from the view point of countermeasures against global warming,
professionals from various fields are invited. Interesting speeches and a panel discussion about topics fromenergy problems and policies to small engine technologies are scheduled. To make it interesting to all theparticipants, from wide range of fields, we will make it a conference with an international flavor. We would
like to discuss the approach to environmentally related issues which is common for all humankind.

Part 1 : Global Warming Countermeasure Technology and Energy Policy

Dr. Masaru HIRATA
President
Shibaura Institute of Technology

1954 Graduated from University of Tokyo, Mechanical Engineering
1956 Master’s degree of Engineering, University of Tokyo
1959 Doctor of Engineering, University of Tokyo
1959 Lecturer, Dept. of Mech. Engrg. University of Tokyo
1960 Assoc. Prof. Dept. of Mech. Engrg. University of Tokyo
1970 Professor, Dept. of Mech. Engrg. University of Tokyo
1992 Professor Emeritus, University of Tokyo
1992 Professor, Dept. of Mechanical Systems Engineering,
Shibaura Institute of Technology
2006 President, Shibaura Institute of Technology
Subject : In Order to Stop Global Warming- Recent Advances of Hydrogen Utilization Technologies-

1999 Graduated from University of Tokyo, Mechanical Engineering
2001 Master's degree of Engineering, University of Tokyo
2001 Joined the Ministry of Economy Trade and Industry(METI)
2001 Trade Policy Division in Trade Policy Bureau in METI
2003 International Affairs Division in Agency for Natural Resources andEnergy2004 Industrial Science and Technology Policy Division in Industrial
Science and Technology Policy and Environment Bureau
2005 Space Industry Office in Manufacturing Industries Bureau
2007 Automobile Division in Manufacturing Industries Bureau

Mr. Ryo MAEDA
Deputy Director
Automobile Division,
Manufacturing Industries
Bureau, Ministry of Economy
Trade and Industry

Subject : Japan’s Energy Strategy on Automobiles

8

Part 2 : Small Engine Technology Trend for Prevention of Global Warming
1980

Master of Mechanical Engineering, Doshisha University

1985

Doctor of Mechanical Engineering, Doshisha University

1985

Research Engineer in Yanmar Diesel CO.LTD

1990

Assistant Professor in Mechanical Eng. Dept. of Doshisha Univ.

1992

Associate Professor in Mechanical Eng. Dept. of Doshisha Univ.

1994-1995
1998

Visiting Associate Prof. in Univ. of Wisconsin-Madison

Professor in Mechanical Engng. Dept. of Doshisha Univ.

Major Research Topics
Engine Spray, Combustion Science, Optical Measurements, Cavitation Application, Fuel Design Approach for Lower Emission, Multi-Component Fuel Evap-

Dr. Jiro SENDA
Professor
Mechanical Engineering Dept.,
Spray & Combustion ScienceLab.
Director of Energy Conversion
Research Center
Doshisha University

oration, Numerical Simulation and Modeling
Subject : Several Fuel Application for Lower Emission Spray Combustionin Small Engines

1986 Southern Illinois University at Edwardsville, BSBA,
Finance Magna CumLaude
1990 GMI, Engineering and Management Institute, BSME, Magna Cum
Laude
1987-1990 General Motors Corporation, Chassis Systems, Engineer
1992 University of Wisconsin-Madison, MSME
1992-1996 Chrysler Motors Corporation, Advanced Engine Engineering,
Development Engineer
1996-2000 Mercury Marine Corporation, Engine Control Systems,
Senior Development Engineer
2001- Present, MotoTron Corporation, Co-founder, Senior Technical Fellow

Mr. Blake SUHRE
Co-founder,
Senior Technical Fellow

Subject : The Need for Increased Efficiency in Small Engines and the Role
Electronic Controls Will Play

MotoTron Corporation

9

1988 Bachelor of Mechanical Engineering, Mapua Institute of Technology
1989-1991 Production Engineer, Ionics Circuit Incorporated, Philippines
1991-1995 Instructor, Technological University of the Philippines
1995-2001 Assistant Professor, Technological University of the Philippines
1999 Exchange Scientist Program, Nihon University
2000 Master in Management Major in Production Technologies, De La Salle
University
2002 Visiting Professor, Arizona State University
2001 Associate Professor, Technological University of the Philippines
2006 Doctor of Technology, Technological University of the Philippines
2007 Director for Research, Technological University of the Philippines

Dr. Felipe Ronald M.
ARGAMOSA
Associate Professor
Technological University of thePhilippines (TUP)
Director
Integrated Research andTraining Center, TUP

Major Research Topics
Fluid Power Engineering, Internal Combustion Engines, Renewable Fuels andEnvironment Friendly Lubricants
Subject : The Impact of Feedstock Characteristics in the Global Utilizationof Biodiesel

Session Moderator
1982 Bachelor degree of Mechanical Engineering, Nihon University
1984 Master Degree of Engineering, Nihon University
1995 Doctorate Degree of engineering, Nihon University
1987 Assistant of Mechanical Engineering course, Junior College of Nihon
University
1993 Assistant of Mechanical Engineering, Nihon University
1996 Assistant professor of Mechanical Engineering, Nihon University
2000 Associate professor of Mechanical Engineering, Nihon University
2004 Professor in Department of Mechanical Engineering, Nihon University
Major Research Topics

Dr. Koji YOSHIDA

Combustion characteristic in internal combustion engines

Professor
College of Science andTechnology, Nihon University

10

Exhibition
The exhibition will be of mutual benefit to both conference attendees and exhibitors (small engine suppliers,
manufacturers and research institutes ). Exhibitors will promote their technical advancements to an elitegroup of small engine researchers and engineers, while visitors will be able to directly discuss with theexhibitors on the displays of interest. Many leading companies of small engine industry (vehicles,
components, equipment, measurement services and instruments) will participate in the exhibition

Exhibition Venue
Atrium on the 2nd floor of Toki Messe
The Exhibition is located on the same floor as Snow Hall and some technical session rooms, and also close
to the registration area in the lobby.

AtriumOpening Time of Exhibition
Monday, October 29, 16:00 to 19:30
Tuesday, October 30, 10:30 to 16:00
Wednesday, October 31, 9:00 to 16:00
Thursday, November 1, 9:00 to 12:00

List of Exhibitors
RIKEN CORPORATIONHORIBA, Ltd.

ASAHI TEC CORPORATION

Neorium Technology Co., LTD.

A&D COMPANY, LIMITEDMIKUNI CORPORATION

Honda Motor Co., Ltd.

F.C.C. CO., LTD.

KAWASAKI HEAVY INDUSTRIES, LTD.

YAMAHA MOTOR CO., LTD.

SUZUKI MOTOR CORPORATIONTSI Incorporated

KEIHIN CORPORATIONBANDO CHEMICAL INDUSTRIES, LTD.

MITSUBOSHI BELTING LTD.

TOKYO DYLEC CORP.

DANA Corporation

WALBRO ENGINE MANAGEMENT

W.C.Heraeus GmbH

Scion-Sprays Ltd.

Fjolblendir ehf.

-------------------------

Technical VisitsTechnical visits will be arranged under the cooperation of the following organizations on Monday, October 29.
SETC2007 Technical Visits offer unique courses of your interests. Riken Corporation and NIPPON SEIKI CO., LTD.
are the leading companies in their field of advanced engine and electric parts. In addition, you can enjoy visiting Japanese traditional architecture in The Northern Culture Museum, Yahiko Shrine, one of the most famous shrines in
Niigata Prefecture or other traditional cultural places.
Notice : Technical Visits are advanced registration only.
On-site registration is not available.

Riken Corporation is one of leading Japanese piston ring manufacturers. Rikagaku Kogyo (the predecessor of Riken Corporation)
was established in 1927 and started to produce piston rings inJapan. Riken has now grown to be a group of companies recording
the annual sales of 88 billion yen. Riken has two main plants inJapan. One is in Kashiwazaki of Niigata Prefecture and one is in
Kumagaya in Saitama Prefecture. Kashiwazaki Plant manufactures
about 20 million piston rings for automobiles and motorcycles permonth. Furthermore, they produce seal rings for automatic transmissions as well as various casting products such as camshafts,
steering knuckles and differential cases. Kashiwazaki Plant has its
branch (Tsurugi Plant) nearby which focuses on the production ofsteel piston rings.

NIPPON SEIKI CO., LTD. was established in 24th of December
1945 and now has 22 consolidated companies in Japan and othercountries, with Capital of 12,495 million yen as of March 2006.
Nippon Seiki Product line: Instruments for Automobile cars andlight truck, Motorcycles, agricultural machinery, construction
machinery and boats. Consumer-use products such as PCB assembly for amusement products, personal digital assistants, Operation
panels for electronic office equipments, and remote controller for
air conditioning. LCD, Hybrid IC, and so on. Nippon Seiki hasachieved the Consolidated sales result of 175,229 million yen and
Ordinary Income of 17,925 million yen for the year ended March2006.

YAHIKO SHRINE
The shrine in Yahiko is one of the most venerable and famous
shrines in Niigata Prefecture. As a result, it is a most popular
attraction in this area. It originates in ancient times and was erected
for the god, Amenokagoyamano Mikoto, of Yahiko Mountain. It islong believed that Yahiko Shrine, also known as Echigo Ichinomiya , is a guardian deity of the Echigo region. The Shrine islocated among the clusters of cedar trees at the foot of Mt. Yahiko.
The picturesque path leading to the Shrine also contains small
altars to the ancestral gods tucked behind the trees. The end of thepath holds an authentic sumo pit still used today and the resident
deer also live in this area.
12THE NORTHERN CULTURE MUSEUM
Originally the mansion of the well-known Ito family, this houseis open to the public and displays a number of artifacts from theold farming days.
The spacious wooden house contains more than 60 rooms, with afloor space of about 4,000㎡, and built on a site of 29,200㎡, is
an example of traditional Japanese architecture. The premises
have been preserved quite well since their construction in 18851887 and they still show us the dignified simplicity of a wealthy
landowner's house of the olden days.

TAKARAYAMA SAKE BREWERYThis local sake wine cellar started brewing Sake in 1885 in Iwamuro village
with good quality water and beautiful greenery located in the middle of
Yahiko and Iwamuro Hot Springs. Establishment becomes 122 years thisyear of 2007. Although this wine cellar was small like 1,200 Koku per year, it
was obliged to have the brewing process as much as major wine cellar manufacturers. You can look at the brewing process and enjoy free samples.

13

Water-bus departure : 18:20 & 18:40 from the pier of Toki Messe.

Open Session
Monday, October 29, 17:30-19:15 at Snow Hall B
The Open Session is scheduled on the day before of SETC2007 to encourage young engineers. Presentations will not
directly relate to Small Engines themselves, but it is expected that the principle necessary to engineers and/or researchers
will be discussed.
Though the language in presentation will be Japanese with Japanese-English simultaneous interpretation, presentationmaterials will be in English only. No charge is requested to participate in this event, a lot of participants from local
young engineers and students in addition to SETC2007 participants will be expected.

Dr. M. Iguchi graduated from the Faculty of Engineering, the University ofTokyo in 1957, and obtained Doctoral Degree from the University of Tokyo in
1962. He was Associate Professor 1963-1973 and Professor 1973-1995 in the
Faculty of Engineering, the University of Tokyo.
From1995 to 2003, Director General of Japan Automobile Research Institute.
From 2001 to 2007, Chairman of Space Activities Commission, the Ministry of
Education, Culture, Sports, Science and Technology.
He was President of Japan Society of Mechanical Engineers in 1999, VicePresident of Society of Automobile Engineers, Japan from 1991 to 1993 and amember of the Science Council of Japan from 1998 to 2007.

Dr. Masakazu IGUCHI
Professor emeritus

Subject : Challenge for Unknown

The University of Tokyo

March 1963

Graduated from the University of Tokyo, Aeronautics andAstronautics

April 1963

Joined Honda R&D Co., Ltd.

March 1977

Director, Honda R&D Co., Ltd.

May 1981

General Manager, Asaka R&D Center, Honda R&D Co., Ltd.

May 1983

Director, Honda Motor Co., Ltd.
Executive Vice President, Honda R&D Co., Ltd.
President, Honda Racing Corporation

March 1987

General Manager, Suzuka Factory, Honda Motor Co., Ltd.

June 1988

Managing Director, Honda Motor Co., Ltd.
President, Honda of America Mfg., Inc.

Mr. Hiroyuki YOSHINO
Director and Advisor

June 1990
June 1992

Honda Motor Co., Ltd.

Senior Managing Director, Honda Motor Co., Ltd.
Executive Vice President and COO, Automobile Operations(Japan), Honda Motor Co., Ltd.

June 1994

President, Honda R&D Co., Ltd.

June 1998

President and CEO, Honda Motor Co., Ltd.

June 1999

COO, Regional Operations (Japan)

June 2003

Director and Advisor, Honda Motor Co., Ltd.

Subject : Determined Never-ending Challenges Bring about a Bright
Future15

Session Timetable
Tuesday, October 30 - Thursday, November 1
Room

Room
201A
(2F)

Room
201B
(2F)

Room
301A
(3F)

Engine Technology(Part 1 of 5)

Diesel Engine(Part 1 of 2)

NVH Technology(Part 1 of 2)

Chair: Tadao Okazaki

Chair: Kazuyuki Shiomi

Chair: Yasuhito Tanaka

Chair: Yukio Matsushita

Chair: Koji Yoshida

Co-Chair: Jay Meldrum

Co-Chair: James Carroll

Co-Chair: Jeff White

Co-Chair: Nagesh Mavinahally

20076514 / 2007-32-0014

20076519 / 2007-32-0019

20076603 / 2007-32-0103

20076581 / 2007-32-0081

20076552 / 2007-32-0052

20076571 / 2007-32-0071

20076510 / 2007-32-0010

20076520 / 2007-32-0020

20076605 / 2007-32-0105

20076587 / 2007-32-0087

20076557 / 2007-32-0057

20076572 / 2007-32-0072

20076554 / 2007-32-0054

20076573 / 2007-32-0073

Materials(Part 2 of 3)

Emissions(Part 2 of 3)

Alternative Fuel(Part 2 of 4)20076601 / 2007-32-0101
Lunch (at Snow Hall A of Toki messe 2F)

Tuesday, October 30

Diesel Engine(Part 2 of 2)

NVH Technology(Part 2 of 2)

Chair: Tomoo Shiozaki

Chair: Keita Naito

Chair: Izumi Takagi

Chair: Yasuhito Tanaka

Chair: Yukio Matsushita

Chair: Hideo Shoji

Co-Chair: Takashi Mitome

Co-Chair: Mike Brenner

Co-Chair: Jay Meldrum

Co-Chair: James Carroll

Co-Chair: Jeff White

Co-Chair: Nagesh Mavinahally

20076501 / 2007-32-0001

20076522 / 2007-32-0022

20076604 / 2007-32-0104

20076585 / 2007-32-0085

20076560 / 2007-32-0060

20076566 / 2007-32-0066

20076512 / 2007-32-0012

20076523 / 2007-32-0023

20076602 / 2007-32-0102

20076583 / 2007-32-0083

20076555 / 2007-32-0055

20076567 / 2007-32-0067

20076504 / 2007-32-0004

20076521 / 2007-32-0021

20076582 / 2007-32-0082

20076556 / 2007-32-0056

Engine Technology(Part 3 of 5)

Fuel Supply System &Hybrid, Electric Drive & Fuel Cel

Coffee Break

15:30-16:00

Materials(Part 3 of 3)

Emissions(Part 3 of 3)

Chair: Takashi Mitome

Chair: Yasuhito Tanaka

Chair: Tetsuya Ohira

Chair: Tadao Okazaki

Co-Chair: Robert Fleck

Co-Chair: Mike Brenner

Co-Chair: James Carroll

Co-Chair: Jeff White

Co-Chair: Hideo Shoji

20076516 / 2007-32-0016

20076550 / 2007-32-0050

20076584 / 2007-32-0084

20076553 / 2007-32-0053

20076564 / 2007-32-0064

20076509 / 2007-32-0009

20076551 / 2007-32-0051

20076586 / 2007-32-0086

20076559 / 2007-32-0059

20076575 / 2007-32-0075

20076508 / 2007-32-0008

20076612 / 2007-32-0112

20076558 / 2007-32-0058

20076565 / 2007-32-0065

Engine Technology(Part 4 of 5)

Two-Stroke Engine(Part 1 of 3)

Collegiate Events(Part 1 of 3)

Alternative Fuel(Part 4 of 4)

Design & Simulation(Part 1 of 4)

Engine Control(Part 1 of 3)

Chair: Tomoo Shiozaki

Chair: Yuh Motoyama

Chair: Katsumi Nagai

Chair: Ryozo Okita

Chair: Akira Iijima

Chair: Felipe Argamosa

Co-Chair: Robert Fleck

Co-Chair: Nagesh Mavinahally

Co-Chair: Roy Douglas

Co-Chair: James Carroll

Co-Chair: Jay Meldrum

Co-Chair: Mike Brenner

20076503 / 2007-32-0003

20076532 / 2007-32-0032

20076591 / 2007-32-0091

20076615 / 2007-32-0115

20076568 / 2007-32-0068

20076507 / 2007-32-0007

20076530 / 2007-32-0030

20076589 / 2007-32-0089

20076544 / 2007-32-0044

20076616 / 2007-32-0116

20076569 / 2007-32-0069

20076511 / 2007-32-0011

20076529 / 2007-32-0029

20076592/2007-32-0092

20076547 / 2007-32-0047

20076618 / 2007-32-0118

20076574 / 2007-32-0074

Engine Technology(Part 5 of 5)

Two-Stroke Engine(Part 2 of 3)

Design & Simulation(Part 2 of 4)

Engine Control(Part 2 of 3)

Collegiate Events(Part 2 of 3)

Engine Component

Chair:Yoshiro Tokunaga

Chair: Yuh Motoyama

Chair: Izumi Takagi

Chair: Ryozo Okita

Chair: Shunichi Kometani

Chair: Toshimi Kobayashi

Coffee Break

Co-Chair: Robert Fleck

Co-Chair: Nagesh Mavinahally

Co-Chair: Yasuhiro Sugimoto

Co-Chair: Takashi Mitome

Co-Chair: Jay Meldrum

Co-Chair: Jeff White

20076505 / 2007-32-0005

20076527 / 2007-32-0027

20076595 / 2007-32-0095

20076543 / 2007-32-0043

20076617 / 2007-32-0117

20076563 / 2007-32-0063

20076506 / 2007-32-0006

20076525 / 2007-32-0025

20076596 / 2007-32-0096

20076545 / 2007-32-0045

20076620 / 2007-32-0120

20076562 / 2007-32-0062

20076515 / 2007-32-0015

20076528 / 2007-32-0028

20076597 / 2007-32-0097

20076549 / 2007-32-0049

20076619 / 2007-32-0119

20076561 / 2007-32-0061

Advanced Combustion

Vehicle Dynamics & Safety(Part 1 of 3)

Lunch (at Snow Hall A of Toki messe 2F)

12:00-13:30

Engine Control(Part 3 of 3)
13:30-14:30

Thursday, November 1

HCCI(Part 1 of 2)

Lubricants(Part 1 of 2)

Chair: Masayuki Baba

Co-Chair: Roy Douglas

Co-Chair:Akira Hasegawa

20076570 / 2007-32-0070

20076535 / 2007-32-0035

20076607 / 2007-32-0107

20076548 / 2007-32-0048

20076534 / 2007-32-0034

20076611 / 2007-32-0111

Two-Stroke Engine(Part 3 of 3)

Vehicle Dynamics & Safety(Part 2 of 3)

Design & Simulation(Part 3 of 4)

Chair: Minoru Iida

Chair: Akihiro Ohashi

Chair: Katsumi Nagai

Chair: Yuh Motoyama

Chair: Taro Sekine

Co-Chair: Hideo Shoji

Co-Chair: Joe Timar

Co-Chair: Roy Douglas

Co-Chair: Nagesh Mavinahally

Co-Chair: Jeff White

20076540 / 2007-32-0040

20076578 / 2007-32-0078

20076599 / 2007-32-0099

20076533 / 2007-32-0033

20076606 / 2007-32-0106

20076542 / 2007-32-0042

20076579 / 2007-32-0079

20076598 / 2007-32-0098

20076524 / 2007-32-0024

20076609 / 2007-32-0109

20076577 / 2007-32-0077

20076594 / 2007-32-0094

20076531 / 2007-32-0031

20076608 / 2007-32-0108

Lubricants(Part 2 of 2)

Design & Simulation(Part 4 of 4)

Collegiate Events(Part 3 of 3)

Vehicle Dynamics & Safety(Part 3 of 3)

Coffee Break

10:00-10:30
HCCI(Part 2 of 2)
Chair: Minoru Iida

Chair: Ryou Yamada

Chair: Kazuyuki Shiomi

Chair: Mikio Kato

Chair: Akira Hasegawa

Co-Chair: Robert Fleck

Co-Chair: Mike Brenner

Co-Chair: Ryosuke Ishikawa

Co-Chair: Jay Meldrum

Co-Chair: Nagesh Mavinahally

20076538 / 2007-32-0038

20076576 / 2007-32-0076

20076590 / 2007-32-0090

20076613 / 2007-32-0113

20076610 / 2007-32-0110

20076541 / 2007-32-0041

20076580 / 2007-32-0080

20076593 / 2007-32-0093

20076614 / 2007-32-0114

20076623 / 2007-32-0123

20076600 / 2007-32-0100

20076622 / 2007-32-0122

20076539 / 2007-32-0039
12:00-13:30

Chair: Tetsuya Ohira

Co-Chair: Jeff White

Plenary Session (at Snow Hall B of Toki messe 2F)

15:00-18:00

10:30-12:00

Chair: Toshimi Kobayashi

Coffee Break

14:30-15:00

8:30-10:00

Alternative Fuel(Part 3 of 4)

Chair:Yoshiro Tokunaga

10:00-10:30

Wednesday, October 31

Alternative Fuel(Part 1 of 4)

Co-Chair: Roy Douglas

Engine Technology(Part 2 of 5)

10:30-12:00

Emissions(Part 1 of 3)

Chair: Tomoo Shiozaki

12:30-14:00

8:30-10:00

Materials(Part 1 of 3)

Co-Chair: Robert Fleck20076513 / 2007-32-0013

16:00-17:30

Room
302B
(3F)

Coffee Break

10:30-11:00

14:00-15:30

Room
302A
(3F)

Opening Ceremony & Keynote Address (at Snow Hall B of Toki messe 2F)

9:00-10:30

11:00-12:30

Room
301B
(3F)

Lunch and Closing Ceremony (at Snow Hall A of Toki messe 2F)

TECHNICAL SESSION
Tuesday, October 30< Room 201A >11:00-12:30

Engine Technology (Part 1 of 5)
Chair : Tomoo Shiozaki (Honda R&D Co., Ltd.)
Co-Chair : Robert Fleck (Queen’s University of Belfast)20076514/2007-32-0014 (240381)

Are low-cost, low-tech solutions adequate for small capacity EU III motorcycles?
Jürgen TROMAYER, Roland KIRCHBERGER, Gerd NEUMANN, Helmut EICHLSEDER (Institute forInternal Combustion Engines and Thermodynamics, Graz University of Technology) - Austria
Abstract: More and more stringent emission legislation is implemented in the world wide market of motorcycles
leading to higher product costs. But not every market is ready for high technological levels. Therefore the main
topic of interest is: “Will a small one cylinder motorbike engine need an electronic device for fuel metering or is it
possible to use standard carburetors in combination with some smart but simple ideas, to fulfil EU III cold startemission regulations?” The described ideas deal with a novel secondary air supply, an improved cooling systemand simple NOx reduction methods, always paying attention to the performance and driveability of the vehicle.
After describing the prototype design of the engine modifications, the achievable results with their pros and cons
are discussed. Online recorder measurements give interesting emission plots of HC, CO and NOx. The
homologation measurement results point out the obtainable values of the limited emissions. Finally, solutions for amarketable mass production can be derived from each tested implementation.
20076510/2007-32-0010 (240232)

Continuous Combustion General Purpose Engine System
Jerry E Kashmerick (Kashmerick Engine Systems LLC), Timothy A Shedd (University of Wisconsin) - U.S.A.
Abstract: A modified Brayton cycle is incorporated into a continuous combustion engine system. This 6-stroke
engine system is described and illustrated with pressure-volume diagrams. Potential advantages over the traditional
4-stroke Otto cycle are reviewed in the areas of emissions, flexible-fuel use, energy conversion efficiency, andnoise. A detailed 1-D air standard thermodynamic model of the K6® cycle is generated and used to investigate thepotential efficiency of this cycle and analyzed from partial throttle to wide-open throttle power output. The affectsof compression ratio and expansion variations on efficiency are evaluated. The power output and power density are
estimated. Key assumptions in the analysis of the thermodynamic model are discussed. Comparisons are made to asimilar level of analysis of an Otto cycle 4-stroke engine. A utility engine simulating this cycle operating oncompressed air is described.
20076513/2007-32-0013 (240377)

Potential of high technology 50cm³ two stroke and four stroke engines
Roland KIRCHBERGER, Mario HIRZ, Franz WINKLER, Matjaz KORMAN, Helmut EICHLSEDER(Institute for Internal Combustion Engines and Thermodynamic, Graz University of Technology)- Austria
Abstract: Future exhaust emission targets and increasing customer demands call for the implementation of enhanced
engine technologies, as well known from automotive applications, into small capacity engine categories. Especiallythe applied engineering solutions in the market of motor vehicles driven by engines up to 50 cm³ displacement
have been significantly changed in the last years. Beside low cost technologies (air cooled two stroke or four stroke
engines with carburetor), enhanced mixture preparation and exhaust gas after treatment systems come to use.
Highly technological two stroke engines are equipped with direct fuel injection systems in combination withefficient exhaust gas after treatment methods; in four stroke engine applications intake port fuel injection systems
in combination with oxidation catalysts or 3-way catalytic conversion are established on the market. Several
applications of new and innovative technologies have already been worked out in research programs and presented
at several SETC conferences (please refer to the following papers: SETC 2006-32-0065 [1], SETC 2005-32-0098[2] and [3] for the two stroke engines and SETC 2006-01-0404 [4], 2004-01-2105 [5] for four stroke engines).
These technologies are now available in a pre-serial production status or as prototype engines.

22

TECHNICAL SESSION
Tuesday, October 30< Room 201A >14:00-15:30

Engine Technology (Part 2 of 5)
Chair : Tomoo Shiozaki (Honda R&D Co., Ltd.)
Co-Chair :Takashi Mitome (Suzuki Motor Corporation)
20076501/2007-32-0001 （236207）

A Fresh Approach to the Design of Clean Engines for the Performance Motorcycle Market
Rodney A Houston, Steven R Ahern (Orbital Corporation Limited) - Australia
Abstract: Until the early to mid 1990’s the engine of choice for off road and recreational vehicles weremainly2-stroke engines due to the superior power density and Wide Open Throttle (WOT) torque characteristics.
With the introduction of increasingly more stringent emission control requirements there has been a large swing to
4-stroke engines. In recent years there has been significant development to improve the powerdensity of the
4-stroke engine in an effort to match the performance 2-stroke engine, however at acompromise to the torquecharacteristics and the manufacturing and maintenance cost of the engine. This paper looks at a fresh approach todevelop a new concept engine to deliver a better compromise between the 4-stroke and existing carburettor
2-stroke characteristics, and provides early experimental results from the development work for a preferred WOT
torque characteristic.
20076512/2007-32-0012 (240347)

Effect of Copper Coating on Extended Expansion SI Engine
S. Chandrasekaran (Anna University), V. Krishnamoorthy (Sathyabama University) - India
Abstract : The concept of Extended Expansion (EE) in Internal Combustion (IC) engines though very old is gaining
importance now a days due to the scope it possess in areas of fuel economy and engine emissions. In this paper, asingle cylinder engine with variable expansion to compression ratio (ER/CR) was analyzed for its performance
when copper coating is done on the surface of cylinder head - piston combination. Copper element that canpromote pre-flame reaction was coated on the surface of cylinder head and piston. ER/CR ratio was varied with
Late Intake Valve Closing Time (LIVCT) and the load was controlled with LIVCTVCR combination. LIVCT wasachieved by Electronic Valve Timing (EVT) system using solenoid valve. Due to the catalytic effect of copper
coating it was found that for the copper coated EE engine, the brake thermal efficiency was improved by 4%compared to standard engine operating at same conditions. It was found that for ER/CR ratio equal to 1.5, thecopper coated EE engine was giving best performance in terms of thermal efficiency and Lean Misfire Limit(LML). The LML of the engine was extended up to 0.75.
20076504/2007-32-0004 (238491)

Improving the Performance of a Small Spark-Ignition Engine by Using Oxygen-Enriched Intake Air
Yuh-Yih Wu, K.David Huang (National Taipei University of Technology) – Taiwan
Abstract: In order to improve the performance of a small gasoline engine, a part of oxygen is added to the intake airwhen the engine is operated at wide open throttle. The combustion process can be enhanced by using an oxidantthat contains a higher proportion of oxygen than that in normal air. This paper studies the combustion
characteristics and engine performance of such engine. Engine testing is performed on a 50 cc four-stroke
spark-ignition engine with the oxygen concentration of intake air ranging from 21% to 25% by volume. The engine
torque is increased with increasing oxygen concentration. The HC and CO emissions are decreased with oxygen
enrichment, but the NOx emission is increased.

23

TECHNICAL SESSION
Tuesday, October 30< Room 201A >16:00-17:30

Engine Technology (Part 3 of 5)
Chair : Yoshiro Tokunaga (Kawasaki Heavy Industries, Ltd.)
Co-Chair : Robert Fleck (Queen’s University of Belfast)20076516/2007-32-0016 (238618)

Development of a 4 stroke engine snowmobile to meet the future emission standard
Takuji Nakano (Yamaha Motor Co.,Ltd) – Japan
Abstract: A snowmobile is driven in nature freely. In recent years, the U.S. federal government requires to reduce
the environmental hazards. The emission control of U.S. Environmental Protection Agency was established for2006 model. From the driving performance point of view just changing engines from 2 stroke engines to 4 stroke
engines for environmental issues require new chassis, layout and it is difficult to keep the performance in snow due
to extra weight. As for the engine, it has high output, compact, low center of the gravity of chassis. As for the
chassis, it has an unique layout for 4 stroke engine installing and is lightweight using several materials. The
snowmobile has the high-output lightweight 4 stroke engine which can meet the EPA Phase III 2012 model
regulation and the market need of the high performance and a lightweight chassis.
20076509/2007-32-0009 (240016)

The Influence of Port Fuel Injection on Combustion of a Small Displacement Engine for Motorcycle
Shoichi Kato, Takanori Hayashida, Minoru Iida (Yamaha Motor Co., Ltd.) – Japan
Abstract: The demands on internal combustion engines for low emissions and fuel consumption are increasing year
by year. On the other hand, engines to be used in motorcycles need to provide high output and quick response tomeet user desire. In order to realize low fuel consumption while keeping high performance, it is necessary toproperly understand cyclic variations during combustion as well as the influence of the injection system on fuelcontrol during transient periods. The current paper reports on the results of a study in the influence of port fuelinjection on combustion stability in a small displacement motorcycle engine, using both a series of experiments
and CFD. The parameters of the injection systems under study are: (1) injection targeted area, (2) injection timing,and (3) fuel droplet size. The results of the current study show that injection aimed at the upstream wall yielded thebest combustion stability. With injection aimed at the intake valve face, combustion stability deteriorated
depending on injection timing and coolant temperature. Even when using an injector with good atomizing
properties, combustion stability could not significantly be improved. Comparing CFD results with experimental
result, it is shown that the cyclic variations of NMEP can be correlated with the mixture distribution in the cylinder.
CFD results also shows that wall film quantity which can be expected to affect the transient behavior of the engine
is relatively high with injection aimed at the upstream wall and low with injection aimed at the intake valve face.
20076508/2007-32-0008 (239851)

Reduction of Fuel Consumption for Medium-sized Outboard Motor
Hajime Yoshimura, Tomohiro Miyauchi, Masanori Tsubouchi (Honda R&D Co., Ltd.) - Japan
Abstract: An open loop lean-burn control technology using heated exhaust gas oxygen (HEGO) sensors has beendeveloped with a focus on simplifying control systems that reduce fuel consumption in outboard motors.
Correction values for fuel injection quantity obtained from feedback control using a HEGO sensor are stored aslearning values in different operating ranges. Despite employing a HEGO sensor that can only detect air-fuel ratios
close to stoichiometry, the technology also enables accurate control of non-stoichiometric air-fuel ratios. The
medium-sized outboard motor in which the developed technology has been employed balances low fuelconsumption with low exhaust emissions. The engine has achieved equivalent fuel consumption performance tothat of a motor with a lean-burn control system using a universal exhaust gas oxygen (UEGO) sensor, which
produces linear output across a wide range of air-fuel ratios(1), and complies with US CARB 2008 exhaust gas
regulations and EU Recreational Craft Directive exhaust gas regulations.

24

TECHNICAL SESSION
Tuesday, October 30< Room 201B >11:00-12:00

Diesel Engine (Part 1 of 2)
Chair : Tadao Okazaki (Kubota Corporation)
Co-Chair : Roy Douglas (Queen’s University of Belfast)20076519/2007-32-0019 (234338)

VIC-EGR Concept in Single Cylinder DI Diesel Engine for Compliance with BS-III Emission Norms
Syed Kaleemuddin, B.B. Asangihal, S. Bhattacharya, G. Amba Prasad Rao (Greaves Cotton Limited) - India
Abstract: Extensive research has been dedicated towards identifying the sources of pollution and the ways andmeans of mitigating the emission levels to save our planet from alarmingly high pollution levels. It is not
exaggeration to say that the petroleum run engines are one of the major contributors to this high pollution levels.
For meeting stringent emission legislation, engine has to be optimized for lower emission with better performance.
In the recent years, more work is being carried out to reduce NOx emissions from the diesel engines. The present
work deals with the development of variable injection cam and the optimization of DI automotive 510cc engine
incorporated with VIC (Variable Injection Cam) and the engine performance is studied both analytically andexperimentally. Also, it is well established that by diluting the incoming charge with exhaust gases (with EGR
technique), the NOx emission could be significantly reduced. A comparison was also made with VIC and EGR andtheir combined effect on the performance as well as on emissions. The performance is analytically studied withcombustion pressure and heat release data. It is observed that the combined effect of VIC and with 7% EGR could
reduce CO by about 88%, HC+ NOx by 37% and PM by 90%. The Engine was successfully upgraded to meet
proposed Bharat Stage –III emission norms with the combination of VIC and EGR with improved power and fuelconsumption
20076520/2007-32-0020 (236914)

395cc Air Cooled HSDI Engine Development to Meet Proposed Bharat Stage - III Emission Norms
Syed Kaleemuddin, B.B. Asangihal, S.Bhattacharya, G. Amba Prasad Rao (Greaves Cotton Limited) - India
Abstract: Increase in automotive exhaust pollution and fuel prices have driven the nations to impose stringent
emission norms for automotive engines. This has put enormous pressure on automotive industry to develop
efficient and economical engine designs to compete with global market. In this regards at author’s premises
improvements are made in the 395CC single cylinder Natural Aspirated air cooled HSDI engine to meet proposed
Bharat stage III emission norms. Modifications such as valve protrusion in cylinder head, reoriented higher
velocity injection cam, with higher aspect ratio combustion bowl and added features in fuel injection system havebeen incorporated in the upgraded version of engine. Experimental engine optimization was done on engine
dynamometer targeting for better power, bsfc and lower smoke which was achieved by optimization Finallyemission optimization was done on chassis dynamometer for three wheeler vehicle on Indian driving Cycle(IDC).Engine dynamometer tests and emission tests have been recorded on both series and upgraded version ofengine. Observed mass emission has given 27% reduction in HC +NOx, 53 % reduction in CO and 63% reductionin PM with the upgraded version without scarifying engine performance. Also engine was successfully upgraded tomeet proposed Bharat Stage-III emission norms with ON- OFF EGR impingement. Analytical study was done for
combustion pressure and heat release for predicting and validating the upgraded engine’s performance.

25

TECHNICAL SESSION
Tuesday, October 30< Room 201B >14:00-15:30

Diesel Engine (Part 2 of 2)
Chair: Keita Naito (Kubota Corporation)
Co-Chair: Michael S. Brenner (Lubrizol Corp.)
20076522/2007-32-0022 (239265)

A Study of Combustion Characteristics for Spray Combustion by Multi Injection in a Closed Vessel
Kouichi Makino, Tadashige Kawakami (Hosei University) - Japan
Abstract: Internal combustion engines are the major source of air pollution. Especially, compression ignitionengines in today’s industrial and automotive general engines contribute the most to particulate emission and soot,and it is recognized that these emissions have a detrimental effect on human and earth environment. So, an
improvement of spray combustion for diesel engines is of urgent necessity. Experiments have been conducted toobtain essential data on spray combustion are influenced by impinging injection in a closed vessel. The effect of
the impinging injection on maximum burning pressure, total burning time and mean flame speed is investigated atcondition of 300K of initial temperature and 0.1MPa of initial pressure.
20076523/2007-32-0023 (240213)

Influence of Blend Fuels on Combustion Characteristics for Small Diesel Engine
Hiroaki Sugiyama, Tadashige Kawakami (Hosei University) - Japan
Abstract: In practical diesel engines it is necessary to achieve a low emission and low fuel consumption with highload operation. Several techniques were developed for reducing the emissions and fuel consumption from diesel
engines, such as EGR (Exhaust gas recirculation) and blend fuels. Nevertheless, there are only very few data
available for reducing the emissions and fuel consumption in small diesel engines (100-250cc) by using blend fuels.
As the first step of this study, experiments have been carried out to examine the influence of blend fuels on
combustion characteristics in small diesel engine. The main conclusions are as follows: 1) The maximum burningpressure for water emulsion oil is smaller than that of light oil. 2) NOx emission of light fuel with coconut oil ishigher than that of light oil.3) It is possible to improve the combustion behavior by using blend fuel for small diesel
engines.
20076521/2007-32-0021 (237636)

Techniques for Higher Power Density and Lower Exhaust Emissions on Non-Road In-Direct Injection
Diesel Engines
Takashi Onishi, Hiroshi Sasaki, Mitsugu Okuda, Keita Naito, Kozo Yoshida (KUBOTA Corporation) - Japan
Abstract: In recent years, exhaust emissions regulations is increasingly enhanced on the non-road diesel engines,
which are mainly used for agriculture, industrial and construction applications in world-wide area, in order toprevent air pollution on the earth. On the other hand, customers demand higher power in a tight packaging
constraint to be competitive on the product that the engine is installed. We developed the all-new 1.3 liter non-road
In-Direct Injection (IDI) diesel engine, which realized to balance the strict exhaust emissions regulations and userneeds such as compact and higher power. This paper reviews the technologies to achieve the targets, higher power
density and lower exhaust emissions on the newly-developed small IDI diesel engines.

26

TECHNICAL SESSION
Tuesday, October 30< Room 201B >16:00-17:30

Fuel Supply System & Hybrid, Electric Drive & Fuel Cell
Chair: Takashi Mitome (Suzuki Motor Corporation)
Co-Chair: Michael S. Brenner (Lubrizol Corp.)
20076550/2007-32-0050 (240076)

Spray Characteristics of an Ultrasonic Gasoline Injector Using a Micro Nozzle Array
Mikiya Araki, Tomio Obokata, Tsuneaki Ishima, Seiichi Shiga (Gunma University), Masahiko Masubuchi,
Tomojiro Sugimoto (Toyota Motor Corporation) – Japan
Abstract: Effects of horn geometry on the atomization characteristics of an ultrasonic fuel injector using a micro
nozzle array were investigated experimentally. Micro nozzles whose exit diameter d = 3 µm are mounted on athin metal film. The number of the micro nozzles is from 2.0 x 104 to 1.2 x 105. Using an ultrasonic oscillator,
gasoline is periodically pushed out from the micro nozzles at a frequency from 62 to 65 kHz. A disk type PZT(Lead zirconium titanate) is used as an ultrasonic oscillator, and the oscillation is amplified using a step-type horn.
The input voltage to the PZT is varied from 0 to 200 V. To increase the fuel flow rate, the horn small end
diameter DS is increased from 10.5 to 25 mm, while the large end diameter is fixed at 30 mm. To prevent
forming a liquid film on the micro nozzle array, gutters are machined on the small end of the horn. It is shownthat the SMD (Sauter mean diameter) of the spray is almost uniform around 10 to 14 µm. The fuel flow rateincreases, at the maximum, 2.8 times larger when compared to the original horn geometry.
20076551/2007-32-0051 (240849)

Experimental Results of New Fuelling Strategies for High Frequency Low Cost Injection Systems for
Small Engines
Jeffrey Allen, Tim Drake (Scion-Sprays Ltd) - U.K.
Abstract: With increasing pressures to reduce engine emissions in the small engines market there is a need toprecisely meter the fuel flow into the engine under all running conditions. Therefore this cost competitive market
requires a well engineered injection system that combines good control of fuel metering at all speed / loadconditions, and meets the markets competitive pricing requirements. It must also offer the potential to allow theseengines to meet stringent future legislation, leading to the addition of closed loop control with 3 way catalysts. This
paper presents an experimental investigation into the effect of wall wetting and fuel injection strategy on a small
engine. The engine was fitted with a novel form of port fuel injection, Pulse Count Injection (PCI) [1.] This novel
high frequency digital fuelling system allows rapid oscillation of the fuel quantity from one engine cycle to thenext. The result of the investigation is a novel fuelling strategy that enables good fuelling control under no load idle
conditions where very fine fuelling control is most desired.
20076612/2007-32-0112 (238305)

Evaluation of Direct Methanol Fuel Cell Systems for Two-Wheeled Vehicles
Yasuyuki Muramatsu, Kazuyoshi Furukawa, Shuhei Adachi (Yamaha Motor Co.,Ltd.) - Japan
Abstract: Yamaha Motor Co., Ltd. succeeded in the development of a direct methanol type fuel cell (DMFC)
powered motorcycle named the FC-me in 2005. (1) One of these models was leased to the Shizuoka prefectural
government office in September of that year. During the course of this leased use a number of changes wereobserved in the performance of the fuel cell and the emissions, etc. As a result, it was learned that the cycle ofstarting and stopping had a major effect on the efficiency of the fuel use. In this report we introduce the results ofthe period of leased use and observations about the ideal format of the next-generation fuel cell motorcycle basedon those results.

27

TECHNICAL SESSION
Tuesday, October 30< Room 301A >11:00-12:30

NVH Technology (Part 1 of 2)
Chair : Kazuyuki Shiomi (Honda R&D Co., Ltd.)
Co-Chair : Jay S. Meldrum (Michigan Technological University)
20076603/2007-32-0103 (240153)

Updating of Analytical Models for Vibration Prediction of Two-Wheelers
Vamsi Krishna Balla, Kannan Marudachalam, Mahabaleshwar Hegde (TVS Motor Company Ltd) - India
Abstract: In this work, a finite element modal analysis of motorcycles in various configurations – frame only, framewith engine, frame with engine and handlebar – is carried out using general purpose FE software. Experimental
modal analysis (EMA) is performed on the actual physical systems in the above configurations. The results fromthe analytical FE models are compared with those derived from the experimental models. Good correlations aredemonstrated for the analytical models up to 250 Hz using modal parameters – natural frequencies and modeshapes. Techniques for updating the finite element models that yield improved correlation with test data are
explored. Further, it will be shown that good quality component models are necessary, but not sufficient, forrealizing full-vehicle models that could predict vibration responses accurately. It is demonstrated that the connector
modeling is very essential in building good assembly level models. It is shown that the complete vehicle model ofmotorcycle that is built with updated assemblies can be effectively used to trouble shoot problems, thus reducing
the product development time.
20076605/2007-32-0105 (240423)

Analytical Prediction and Measurement of Engine Mount Forces
Kannan Marudachalam, Nilesh Choudhari, Vamsi Krishna Balla (TVS Motor Company Ltd),
Chandramouli P (Indian Institute of Technology) - India
Abstract: The demand for quieter vehicles is increasing with not only the advent of stringent Noise, Vibration andHarshness (NVH) norms but also because of customer expectations. In motorcycles, tactile point vibration – handlebar, rider footrest, passenger footrest, and pillion handle – is a metric that characterizes the vibrational behavior. As
engine is the most predominant source of vibration and noise, it is crucial to understand the dynamics of the engine
and the transfer of engine forces from the engine to the structure supporting it. This paper discusses a method ofmodeling the engine to predict mount forces, which are correlated with the experimentally measured data. The
engine under study is a four-stroke single cylinder engine. Multi-body dynamics approach is used to predict the
crank bearing loads and mount forces. A fully coupled engine model is built to capture the interaction between thepiston-crank mechanism and the engine casing. The effect of modeling the crank bearing stiffness on the bearing
loads is investigated and compared against those obtained using a simplistic assumption of a rigid crankshaft
mounted on rigid crank bearings. The effect of engine casing flexibility on the bearing loads and mount forces isalso investigated. An engine-mounting fixture with multi-axis load cells has been built to measure the mount forces
in a dynamometer test cell. Typically, accelerations are measured on the engine and the mount……
20076601/2007-32-0101 (233858)

Vibration Isolation Mount for Scooter Powerunit
Taketoshi Sano, Akimitsu Takeuchi (Yamaha Motor Co., Ltd) - Japan
Abstract: This paper reports the new design method of vibration isolation mount for the scooter powerunit. In theconventional design, while the engine vibration is efficiently isolated by the link mechanism, the time lag inducedby the movement of the link mechanism spoils the riding quality when the rider operates the steering or the throttle.
To solve the problem, a new design without the link mechanism was proposed. The optimized combination of the
crank balance and the single-axis balancer was used to control the orbit of the powerunit vibration. First, the new
equations were introduced to balance the inertial forces and moments at the target position by optimizing theamount and the phase of the crank balance and the balancer. Then, some results from the experimental tests werereported to validate the numerically optimized design. Using this new design method, the riding pleasure can beenhanced without unpleasant mechanical vibration.

28

TECHNICAL SESSION
Tuesday, October 30< Room 301A >14:00-15:00

NVH Technology (Part 2 of 2)
Chair : Izumi Takagi (Kawasaki Heavy Industries, Ltd.)
Co-Chair : Jay S. Meldrum (Michigan Technological University)
20076604/2007-32-0104 (240224)

Application of Inverse Boundary Element Method to Vibration Identification of Co-Generation System
Hiroshi Uehara, Masahiro Saito (Yanmar Co.,Ltd.), Takayuki Koizumi, Nobutaka Tsujiuchi(Doshisha University) - Japan
Abstract: This paper describes the application of inverse boundary element method (Inverse BEM) to vibration
identification on surface of Co-generation System enclosure. This method is a kind of matrix inversion using
singular value decomposition. Therefore it is significant to select proper tolerance in order to identify vibration
accurately. In this study, the tolerance selection method is proposed. First step, the surface velocity of numericalmodel with unit input was obtained by Finite Element Method. The sound pressure around the model was obtainedby BEM. Second step, random noise was mixed with obtained sound pressure. Third step, by using Inverse BEM,
the surface velocity was identified from the sound pressure with noise. Next, the error between the identified
velocity and the velocity obtained by FEM were evaluated and the tolerance is selected to minimize the error. Final
step, surface velocity in operational condition was identified from measured sound pressure and the selected
tolerance by Inverse BEM. As a result, a good agreement was observed between measured velocity and identified
velocity.

29

TECHNICAL SESSION
Tuesday, October 30< Room 301B >11:00-12:00

Materials (Part 1 of 3)
Chair : Yasuhito Tanaka (Suzuki Motor Corporation)
Co-Chair :James N. Carroll (Southwest Research Institute)20076581/2007-32-0081 (236670)

Development of Plastic Forming Using FM Forming Method For Spline
Hideyuki Okumura, （Yamaha Marine Company Limited) - Japan
Abstract: In manufacturing, the term “processing” refers to the various processes for changing the dimensions, shapeand qualities of a material to fit the required specifications for use in a product. One processing method is
machining, which involves cutting away portions of the material to achieve the desired dimensions and shape. Thismachining method has some inherent demerits, such as the fact that it naturally produces chips etc., depending on
the material involved, which end up as waste and are thus environmentally undesirable. Another disadvantage isthat machining often involves a longer processing time, which increases cost. In an ideal form of “productcreation,” the material forming and fabrication process would produce the net shape of the product without a needfor machining, and thus reduce cost and eliminate the waste of chips. The plastic (plasticity) forming method is analternative to machining that makes it possible to achieve a more ideal form of manufacturing. Although in reality
it is difficult to completely eliminate the need for machining, plastic forming technologies can greatly reduce theneed for machining. It is reported in this paper to develop a plastic forming method for the spline portion of anoutboard motor shaft using an FM (Frequency Modulated) forming method to replace the existing machining
method as the first step toward achieving net shaping of the entire shaft portion of the outboard motor, including
the drive shaft and the propeller shaft.
20076587/2007-32-0087 (239289)

Development of High Strength and Low Cost Motorcycle Transmission Shafts
Hitoshi Kinoshita, Atsushi Murakami (Honda R&D Co., Ltd.), Toru Takayama (Sumitomo Metal Ind., Ltd.),
Takanari Hamada（Sumitomo Metals (Kokura), Ltd.） - Japan
Abstract: Evolution continues for small, light weight and high output engines for motorcycles. As a result, highstrength steel is a necessity for internal engine parts, including mission shafts. The transmission shafts must havesufficient torsional and bending strengths to withstand the higher torque, along with intermittent sharp torqueinputs, and higher bending force. From a production point of view, using a coil fed cold forge process results insuperior productivity. This productivity cannot decrease by changing to a high strength material. Also, there needs
to be a balance of high strength versus post carburizing straightening. A new class of steel was developed byadding boron and adjusting Cr content of a conventional case hardening steel to produce a flat quench curve(Jominy curve). A flat Jominy curve is desired to increase core hardness and reduce variability. An increase in corehardness results in higher torsion strength and the reduced variability results in a more consistent final product. In
order to maintain the ability to straighten the transmission shafts, a maximum internal hardness value was set.
This value is controlled by carbon, boron and Cr contents. Additionally cost reduction was realized through theelimination of a post cold forge normalizing process by the addition of Ti and Nb grain refiners. With theimplementation of the newly developed steel, a higher strength transmission shaft was achieved at a lower cost.

30

TECHNICAL SESSION
Tuesday, October 30< Room 301B >14:00-15:30

Materials (Part 2 of 3)
Chair : Yasuhito Tanaka (Suzuki Motor Corporation)
Co-Chair :James N. Carroll (Southwest Research Institute)20076585/2007-32-0085 (238506)

Lifetime Prediction of a Crankpin Using a Ball-on-Disk Type Rolling-Contact-Fatigue Life Testing
Tsuyoshi Kubota, Yasuyuki Yamashita, Hiroshi Yamagata (Yamaha Motor Co., Ltd) – Japan
Abstract: This paper describes an experimental method to predict the rolling contact fatigue life of a crankpin in amarket vehicle engine. The fatigue life up to pitting was evaluated by two laboratory tests including a fatigue life
measurement using a ball-on-disk test machine and a crankpin durability measurement by an engine bench test.
The surface observation after the tests revealed that the surface dent triggers pitting in both tests. The Weibull plotof the percent failure vs. cycle to failure as a function of the contact stress was presented. In order to directly
evaluate the effect of the contact stress on the lifetime, the lifetime values measured at L50 are plotted in the
diagram showing the contact stress vs. cycle to failure. The obtained relation can predict the lifetime under thecontrolled condition in which the number of maximum torque points is countable. A method to place the lifetimeof the market vehicle engine on the Weibull plot of percent failure vs. cycle to failure is developed. The establishedrelation between the contact stress and travel distance can include the laboratory test data as well as the market
vehicle engine data. The proposed method is able to predict the lifetime of the crankpin of the market vehicle
engine using the laboratory ball-on-disk test data.
20076583/2007-32-0083 (237975)

Development of the DLC Film for Front Fork’s Inner Tube
Sadaaki Hara, Toshiyuki Koga, Shinji Katou (KYB Corporation) - Japan
Abstract: Because of its low coefficient of friction, DLC(Diamond Like Carbon)-coating is recognized as one of theeffective ways to reduce machine friction. On the other hand, sliding smoothness of motorcycle’s front fork isrequested to progress, therefore reducing friction of front fork is significant. From our considering whether DLC
coated inner tube would be a good idea to reduce friction of front fork, we decide to build the mass-production
process for the DLC coated inner tube. But there are two issues about the function of the DLC film, those are “howto improve resistance against peeling” and “how to get well-flattened DLC surface”.
20076582/2007-32-0082 (237794)

Wear of Coated and Uncoated Primary Clutch Sheaves in a CVTDavid Adam Mower, Robert H. Todd (Brigham Young University) - U.S.A.
Abstract: In research conducted at Brigham Young University, four coatings were tested for their ability to increase
the wear life of primary clutch sheaves made of A390 die-cast aluminum used in continuously variabletransmissions (CVT). The coatings tested were: hard chrome, electroless nickel metal, hard coat anodizing andcomposite ceramic coating. A wear test stand was developed to duplicate wear found on CVTs currently in use.
The wear was evaluated using four methods. The test first method characterized the shift delay properties of theworn CVTs while running on the wear test stand. As the CVT was run on the wear test stand a delay in shifting
would develop during the unloading cycles. The second method used an ATV and chassis dynamometer toevaluate the change in performance with wear. The third method used a profilometer to evaluate the amount ofmaterial lost, through wear. Finally a scanning electron microscope was used to identify wear scar and wear
morphology to determine the dominate mechanism of wear in the sheave material. The hard chrome coated primary
clutches had a 22% lower shift delay than the uncoated clutches in the shift delay test. Statistical analysis was doneon the dynamometer test results. This analysis showed that the coatings were a significant factor in theperformance of the ATV over time. However due to high variance the analysis was not able to differentiate
between coatings. Profilometer test showed that the hard chrome coated clutches had an average of 47% less wear
than the uncoated clutches. These tests also showed that the electroless nickel coated clutches had more wear thanthe uncoated clutches. From the SEM scans the dominate wear mechanism in the hard chrome and the uncoatedclutches was adhesive wear and surface fatigue wear in the electroless nickel coating. The hard coat anodized andceramic composite coatings were eliminated early in testing because of poor performance.

31

TECHNICAL SESSION
Tuesday, October 30< Room 301B >16:00-17:00

Materials (Part 3 of 3)
Chair : Yasuhito Tanaka (Suzuki Motor Corporation)
Co-Chair :James N. Carroll (Southwest Research Institute)20076584/2007-32-0084 (238492)

Developments and Application of Expendable Salt Core Materials for High Pressure Die Casting to
Apply Closed-Deck Type Cylinder Block
Youji Yamada, Hiroshi Yoshii, Akihito Fujiwara, Toshiiku Suzuki, Hiroyuki Fukui, Yoshitaka Noda (Yamaha
Motor Co.,Ltd.), Jun Yaokawa, Koichi Anzai (Tohoku University) - Japan
Abstract: This paper describes a technique of manufacturing expendable salt cores developed to form undercut
shaped aluminum closed deck cylinderor crankcase components block by high pressure die casting (HPDC)
process.with, head, transmission and some applications The salt cores are comprised of Potassium
Chloride–Sodium Chloride–Sodium Carbonate–Potassium Carbonate (KCl – NaCl – Na2CO3 – K2CO3 ) system
whose liquidus point is between 873 and 973K. The bending strength of the developed salt core was more than
30MPaand also withstand to high metal-melt-static pressure. The manufacturing process of the salt cores was the
HPDC similar to the process for metallic alloys. This process offered high dimensionality and productivity of thesalt cores.
20076586/2007-32-0086 (238516)

Electrodeposition Painting to Outboard Motor
Tetsuya Aoki (Yamaha Marine Co., Ltd.) - Japan
Abstract: Outboard motors use aluminum die-cast components extensively to cut down their weight. They are alsocooled directly by the raw water including saline water. Corrosion protection is the critical issue for outboard
motors because of these characteristics. Currently, the coating is the primary measures taken to assure the corrosion
resistance and to give originality to the appearance. However, the complicated cooling passages cannot be coatedappropriately with the spray-paint process. Such disadvantages can be compensated by the electrodeposition
coating technique. In the case of electrodeposition coating, the coating film is generated electrically in the coating
material bath by means of deposition. The process is widely applied to the automobile bodies made of steel plate,because it provides higher transfer efficiency and lower VOC (VOLATILE ORGANIC COMPOUNDS) emission.
However, the traditional electrodeposition coating material presented various issues when it comes to theapplication to the aluminum components. These issues are attributable to the behavior of the coating film in thecourse of deposition process. The new electrodeposition coating material has been developed to deal with theseissues, and has been applied to the outboard motor components. The new coating material gives higher
anticorrosion property to the components, and also allows the reduction of VOC emission and the elimination ofhexavalent chromium. This report describes the efforts made to work out the engineering issues for applying the
new electrodeposition coating material to the actual production process.

32

TECHNICAL SESSION
Tuesday, October 30< Room 302A >11:00-12:30

Emissions (Part 1 of 3)
Chair : Yukio Matsushita (Yamaha Marine Co., Ltd.)
Co-Chair : Jeff J. White (Southwest Research Institute)20076552/2007-32-0052 (235786)

Beyond 3 Star Emission Capability for Outboard Engines
Greg Bell, Simon Brewster, Steven Ahern (Orbital Corporation Limited) - Australia
Abstract: This paper investigates strategies intended for development towards Super Ultra Low emission levels (4Star) from the existing 3 Star emission status for 2 stroke Direct Injection and 4 stroke outboard engines. The
current 5 Mode ICOMIA outboard emission status is considered for Hydrocarbons, Nitrogen Oxides and Carbon
Monoxide. From these a gap analysis is developed and possible strategies to close the gaps are considered. The
potential of these strategies for 2 stroke air assisted Direct Injection outboards is reviewed together with supporting
data where appropriate. Initial data show high potential for reduction of emission levels beyond the 3 Star
standard, whilst further work will confirm the levels that may be feasible in a production outboard engine.
20076557/2007-32-0057 (239436)

New Generation of Metallic Substrates for Catalytic Converters in Small Engine Application
Alfred Reck, Friedrich Wilhelm Kaiser, Francois Jayat, (EMITEC GmbH-Germany), Matjaž Korman, Roland
Kirchberger, Mario Hirz (Graz University of Technologies) - Germany
Abstract: The new generation of metallic substrates for catalytic converters used in the two and three wheeler
industry is capable of improving conversion behavior even with smaller catalyst size. The lowering of production
costs due to less use of precious metal is possible. This novel technological application in motorcycle vehicle class
improves exhaust emission performance and introduces a new competitive product on the market. Speciallydeveloped foil structures, which transform a laminar exhaust gas flow to a turbulent one, significantly improve
exhaust gas mixing behavior in the catalyst. This publication is dealing with the analysis of different metallic
substrate foil structures for the catalyst conversion performance and the light–off characteristics for the leadingstate of the art four stroke 150 cm3 motorcycle technology developed for the Asian market. The impact of standard
compared to turbulent substrate foil structures tested under Indian (IDC) and European (ECE R40) driving cycles
will be discussed in depth. Especially turbulent catalytic converters with transversal, longitudinal and perforated
substrate foil structures and the influence of the catalyst volume and different coating on conversion have beentreated.
20076554/2007-32-0054 (237025)

Innovative Metallic Substrate Technology to Meet Future Emission Limits
Bernd Van Eickels, Hans Peter Dummann (KTM Sportmotorcycle AG), Lorenzo Pace, Alfred Reck (Emitec
G.m.b.H.) - Germany
Abstract: Exhaust after-treatment systems will have to become increasingly efficient in order to comply with thestrict emission limits that will apply in the European Union and worldwide in future. Moreover, space constraints,
weight and low pressure drop are just some of the issues that have to be addressed by an EU III-compliant catalytic
system. The development of metallic substrates over the past few years has shown that turbulent-like substrates
increase specific catalytic efficiency. This has made it possible to enhance overall performance for a specificcatalytic volume or reduce the volume while keeping catalytic efficiency constant. This paper focuses on theemission efficiency of standard, TS and PE metallic substrates. A simulation tool and flow bench measurements
were used to develop a test matrix with catalyst similar pressure drop in order to examine different cell densities,
substrate lengths and coating technologies. Emission tests were carried out on a KTM 990 Adventure motorcycle
to evaluate substrates based on standard, TS and PE technology. The LC8 EFI engine is a state-of-the-art, typicalhigh-performance engine with electronic injection and lambda sensor control. Results confirm that compared tostandard catalysts PE technology increases the emission efficiency of the catalyst without any adverse effect onpressure drop. On the other hand, TS technology as applied in high mass-flow engines is less efficient than PE
technology, provided the PE and TS substrates have the same pressure drop. Engine performance measurement has
been carried out at the end of emission test to check the influence of catalyst pressure drop on power output.

33

TECHNICAL SESSION
Tuesday, October 30< Room 302A >14:00-15:30

Emissions (Part 2 of 3)
Chair : Yukio Matsushita (Yamaha Marine Co., Ltd.)
Co-Chair : Jeff J. White (Southwest Research Institute)20076560/2007-32-0060 (239021)

Performance and Emission Characteristics of a Partially Ceramic Coated Diesel Engine Using Water
Diesel Emulsion
Venkanna Krishnamurthy Belagur (Sri B.V.V.S Basaveshwar Engineering College), Venkataramana Reddy C(Vivekananda Institute of Technology and Science) - India
Abstract: The performance and emissions of an engine can be improved by accelerating the mixing process. Thiscan be achieved by secondary atomization (micro explosion) and hot (ceramic coated) combustion chamber. An
attempt was made to study the effect of water diesel emulsion on a ceramic coated [plasma sprayed zirconia (PSZ)
coated cylinder head and valve faces] diesel engine. 5% decrease in brake specific fuel consumption (BSFC) for
10 volume percent of water in the case of conventional engine and a 21% decrease in BSFC for 18 volume percent
of water in water diesel emulsion in the case of partially ceramic coated engine (BSFC, for 15 and 18 volume
percent of water in emulsion, being same) was obtained compared to conventional engine fueled with neat diesel at
100% load. Hence, ceramic-coated engine permits use of 8% more water in water-diesel emulsion. Partiallyceramic coated diesel engine for neat diesel has shown marginal decrease in BSFC at higher loads and no change atlower loads. Exhaust gas temperature (EGT) decreased throughout the entire load range and it was marginallyhigher for coated engine compared to conventional engine. A 29%, 21% and 40% reduction in CO, SD and NOx
emission was obtained in case of ceramic coated diesel engine corresponding to 18 volume percent of water inemulsion compared with conventional engine fueled with neat diesel at 100% load.
20076555/2007-32-0055 (239023)

Experimental Investigations on Reduction of Co and HC in SI Engine with Catalytic Converter
Swati Bhimasenrao Wadawadagi (Sri B.V.V.S Basaveshwar Engineering College), Venkataramana Reddy C(Vivekananda Institute of Technology and Science) – India
Abstract: Catalytic bed have been developed by coating copper and silver as catalyst on 13-X zeolite as baseelement and its activity in reducing oxides of nitrogen (NOx) and oxidizing carbon monoxide (CO) andhydrocarbon (HC) in an petrol engine exhaust has been tested. The silver coated 13-X zeolite catalyst studied
here, exhibits significant NOx, CO and HC reduction at a space velocity of 15000 h-1 and 13-X zeolite and silverin the ratio of 20:3 by mass.
A maximum reduction of 60% in CO and 74% in HC has been observed at higher
load. A maximum reduction of 44% in NOx has been observed at higher load for 13-X zeolite and silver in theratio of 15:3 by mass. Power loss due to back pressure (BP) is negligible. Repeatability tests were conducted
after 10 h, 20 h, 30 h and 40 h of use of the catalysts. The deviation in catalytic activity was negligible. A
negligible change in the brake specific fuel consumption (BSEC) was observed with catalytic converter (CC)compared with without CC (muffler).
20076556/2007-32-0056 (239297)

Exhaust Gas Turn Flow Construction in Catalyst Unit for Improvement of Purification Rate by Metal
Honeycomb Substrate
Yuuhi Nakagawa, Yasuhiro Takada, Nobuhiro Shimada, Yoshihiko Kumagai, Makoto Ogasawara (Honda R&D
Co., Ltd.) - Japan
Abstract: All over the world, stronger controls are being imposed on exhaust gas emissions from automobiles, andthus, more evolutionary catalyst unit technology is being demanded. Specifically, this trend creates the need forsmall, low-cost catalyst units. To meet this need we have developed a catalyst unit, mounted in the middle of theexhaust pipe, which has a pathway to turn motorcycle exhaust gas in the catalyst (referred to as a “turn flow
catalyst unit”). The objective of this development was to miniaturize the catalyst unit and to decrease the amount of
catalyst used in the unit. This newly designed catalyst unit is about 30% lesser in volume than thestraight-mounted catalyst units commonly used in motorcycles of the same displacement.

34

TECHNICAL SESSION
Tuesday, October 30< Room 302A >16:00-17:00

Emissions (Part 3 of 3)
Chair : Tetsuya Ohira (Suzuki Motor Corporation)
Co-Chair : Jeff J. White (Southwest Research Institute)20076553/2007-32-0053 (235640)

Evaporative Emissions Control System for Walk Behind Lawnmowers
Andrew Bejcek (Walbro Engine Management) - U.S.A.
Abstract: This paper discusses an evaporative emissions control system which significantly reduces diurnal
evaporative emissions in walk behind lawnmower engines equipped with float carburetors. The system also
maintains engine startability, run quality, and a simplistic user interface. The system consists of low-permeationfuel line and a multi-layer fuel tank using an EVOH barrier as well as a carbon canister integrated in thelawnmower’s push-handle and an Automatic Bowl Drain System (ABDS). A prototype of the system resulted in a
90% reduction in diurnal evaporative emissions when compared to a pre-regulation walk behind lawnmower using
the CARB TP-902 sealed housing for evaporative determination test. This paper demonstrates a practical solution
to reduce diurnal evaporative emissions and hydrocarbon running losses below the level emitted from a state of theart, float carbureted, walk behind lawnmower engine.
20076559/2007-32-0059 (259324)

The Feasibility of Meeting CARB/EPA 3 Emission Regulations for Small Engines
Roy Douglas (Queen’s University), Stephen Glover (Fjölblendir ehf ) - U.K.
Abstract: With annual worldwide production of over 100 million units, small off-road engines (SORE) have beenrecognised as a major source of air pollution. It is estimated that non handheld SORE products in circulation
annually produce over 1 million tonnes of HC+NOx and over 50 million tonnes of CO2. These SORE did nothave to meet any emissions control legislation until its introduction in the USA in 1995. Since then the gradual
implementation of several stages of increasingly more severe legislation has resulted in a decade of intensive
emissions control development for utility engines. New carburetted stratified charge 2-stroke engines andcatalytic after-treatment are being developed for the handheld products where weight and multi-orientation
operation are key requirements. For the non-handheld 4-stroke dominated market, manufacturers are looking at
improved fuel system design, improved engine design and the use of after-treatment to meet current and future
legislative requirements. The bulk of the total 4-stroke SORE engine market, at around 65%, is taken up by
single cylinder 4-stroke gasoline engines of under 6hp or under around 160cc. In this, the largest segment of themarket, manufacturers must look to more conventional or new technologies that can be applied without significant
add on cost or more preferable with a cost reduction. This paper presents the rational for the proposed EPA /CARB approach to meeting Phase 3 legislation with SORE and considers several possible alternative strategies.
20076558/2007-32-0058 (240290)

Solid and Volatile Particle Emission Behavior from a Small Non-Road Diesel Engine
Rahman M. Montajir, Yoshinori Otsuki, Kaori Inoue, Ichiro Asano, Nobutaka Kihara (Horiba Ltd) - Japan
Abstract: Behavior of particle emission from small non-road engines is still unknown which may have someunavoidable health risk. Investigation of particle emission from small non-road engine has made the main objectivein this study. For this purpose a particle counting system has been developed according to the PMP protocol. The
investigation was limited to only number counting of solid and volatile particle emission from a small diesel
powered electric generator set. Especially the relative emission of solid and volatile particles for different loadconditions has been investigated. Measurement was attempted by controlling the dilution air temperature andtemperature of an evaporation unit installed inside the particle counting system. It was found that the small diesel
engine used in the generator set emits huge number of volatile particles depending on operating condition. Solidparticle emission increases and volatile particle emission decreases from the generator engine with increases inoperating load.

35

TECHNICAL SESSION
Tuesday, October 30< Room 302B >11:00-12:30

Alternative Fuel (Part 1 of 4)
Chair :Koji Yoshida (Nihon University)
Co-Chair : Nagesh S. Mavinahally (Techtoronic Industries NA, Inc.)
20076571/2007-32-0071 (240357)

Organic Exhaust Analysis from Ethanol Mixture Fueled Small Engines
Manqun Lin, Bin Jia, Xicheng Yan, Shun Zhang, (Tianjin Internal Combustion Engine Research Institutes) – China
Abstract: Ethanol as oxygen additive has potential dangerous that might make poisonous organic compound exhaust
more than that from pure gasoline fueled engines. This paper was concerned to methods research of sampling,
separating and analysis of unconventional HC exhaust emission. Aimed at the difficult problem of formaldehyde
measurement, author enriched formaldehyde by water and then measured by means of ultraviolet-visible
spectrometer. The minimum measuring limits of formaldehyde was remarkably promoted to 0.02×10-6 (V/V).
Furthermore, Solid-Phase Extraction Column which was pre-coated by dinitrophenylhydrazone (DNPH) was
selected to catch aldehyde and ketone by chemical reaction which is so called ramification, and then measured by
Liquid-chromatography. Up to now, more than 8 different organic have been determined. It was shown thatformaldehyde as high toxicity exhaust emission was much more than that from gasoline fueled engine.
20076572/2007-32-0072 (240424)

Internal Combustion Engine Vehicle: Emissions and Performance Using Blends of Natural Gas andHydrogen
Wouter Dalhuijsen, Hans Bosma, Menno Merts, Lejo Buning (HAN University) - The Netherlands
Abstract: Using blends of natural gas (NG) and hydrogen as an alternative to gasoline in Internal Combustion
Engines (ICEs) has the potential of a major reduction in CO2 and other harmful emissions, besides giving insight
into the use of gaseous biofuels, rich in methane and hydrogen, and offering a transition scenario towards ahydrogen economy. To investigate the consequences of using blends, the performance of a 240cc stationary ICE
and a Yamaha Majesty YP125FI scooter, converted to run on a large variety of blends of hydrogen and NG, havebeen investigated at HAN University, Netherlands. The effect of the air-to-fuel ratio and the composition of theblend on the performance and the emissions have been studied. This paper gives insight into those effects. Mainconclusions: With only minor modifications a large variety of blends can be used. By adding H2 to NG: CO2, CO,and HC emissions are reduced; NOx emission is increased; high λ is possible, which can eliminate high NOx ;power and efficiency drop approximately 10%.
20076573/2007-32-0073 (242412)

Effects of EGR on Rapid Lean-Burning and NOx Emission of Spark Ignition LPG Engines
Chunming Hu, Na Liu, Wei Li, Xijuan Song (Tianjin University) - China
Abstract: Exhaust Gas Recirculation (EGR) is an extensively applied approach for the engine emission control,
which is the most effective for reducing NOX emissions. However, as increasing EGR rate, the burning velocity of
LPG mixture will be slow that it impacts the complete combustion and combustion stability. The effects of EGR on
the rapid lean-burning and NOX emissions of the LPG engine with EFI is introduced in this paper. Test data
showed that the dual-spark plug ignition-based rapid burning system could increase the combustion rate of LPG
mixture, and improve the rapid burning process of the LPG engine with EGR. Meanwhile, the excess air rate Φalimits of LPG lean-burning will be largely extended within the whole effective range of EGR rate. At theequivalent running conditions of LPG engine, largely extended EGR rate could restrain the formation of NOX
emissions by the high combustion temperature. As a result, due to the increases in burning velocity and heatefficiency, the LPG engine could realize the Φa limits in lean-burning process with a higher EGR rate. The highest
REGR in the rapid burning process increased from 5% of the normal combustion process to 8.11%. Additionally,
Coefficient of Variation (CoV) in the LPG combustion process was under control effectively.

36

TECHNICAL SESSION
Tuesday, October 30< Room 302B >14:00-15:00

Alternative Fuel (Part 2 of 4)
Chair : Hideo Shoji (Nihon University)
Co-Chair : Nagesh S. Mavinahally (Techtoronic Industries NA, Inc.)
20076566/2007-32-0066 (238548)

Analysis of Combustion, Performance and Emission Characteristics of Blends of Methyl Ester ofJatropha Oil (MEJ) in DI Diesel Engine
Sundaresan Murugesan, Chandrasekaran S, Tamil Porai P (Anna University) – India
Abstract: The objective of this work was to analyze the practical potential of Methyl Ester of Jatropha oil (MEJ) on
the basis of combustion, Performance and Emission in a single cylinder constant speed compression ignitionengine. This study is based on the comparison of Diesel and Blends of 25, 50, 75, 100% (By Volume) of Methyl
Esters of Jatropha oil (MEJ).This detailed analysis takes into account of some of the Combustion and performanceparameters such as ignition delay, combustion duration, Rate of heat release, cumulative heat release, Peak Flame
Temperature and Pressure, work done, Efficiency, Specific fuel Consumption and emissions characteristics such as
HC, CO, NOX and Smoke. In the final analysis it was found that, the Blends of Methyl Ester of Jatropha oil (MEJ)
is a viable alternate fuel for diesel engines.
20076567/2007-32-0067 (238772)

Theoretical and Experimental Investigation of the Performance of Vegetable Oil Operated CI Engine
Sundarapandian Santhanam, Devaradjane G (Anna University) - India
Abstract: A theoretical model was developed to evaluate the performance, characteristics and combustion
parameters of vegetable oil esters like Jatropha, Mahua and Neem oil and they are compared to diesel fuel. The
predicted results of these fuels are compared with experimental result and also compared with the result of diesel
fuel for the validity of the theoretical model. The combustion characteristics and performance parameters are
predicted for different vegetable oil esters and for various injection timing. From the predicted results, it is foundthat the heat release and work done are reduced by about 4% for Jatropha, 6% for Mahua and 8% for Neem oilesters when compared to diesel. However, slight increase is observed for specific fuel consumption. The
experimental work is carried out in a single cylinder computerized diesel engine test rig, which develops 5.2 kW at
1500 rpm and loaded by eddy current dynamometer at various Injection timing. The harmful pollutants such as HC,
CO, NOx and smoke are reduced in the vegetable oil esters than that of diesel fuel. From the investigation it isconcluded that the performance of vegetable oil esters such as Jatropha, Mahua, and Neem are much better. Thus
the developed model is highly capable for simulation work with bio-diesel as a suitable alternative fuel for diesel.

37

TECHNICAL SESSION
Tuesday, October 30< Room 302B >16:00-17:30

Alternative Fuel (Part 3 of 4)
Chair : Tadao Okazaki (Kubota Corporation)
Co-Chair : Hideo Shoji (Nihon University)
20076564/2007-32-0064 (236093)

Investigations on Low Heat Rejection Diesel Engine with Carbureted Methanol and Crude Jatropa Oil
as Alternate Fuels
Naga Sarada S, Sudha Rani G, Murali Krishna M.V.S, Kalyani Radha K (Jawaharlal Nehru Technological
University) - India
Abstract: Investigations have been carried out on low heat rejection engine(LHR) consisting of 3.2mm air gap
insulated piston with superni(a low thermal conductivity nickel alloy material) crown and 3.2mm air gap insulated
liner with superni insert by using alternate fuels viz. carbureted methanol and crude jatropha oil at varied injection
pressured. Methanol is inducted through variable carburetor jet at different percentages of diesel flow rate by mass
basis, installed at the inlet manifold of the engine during suction stroke and vegetable oil is injected throughinjector. LHR engine with carbureted methanol and crude jatropha oil showed improved performance anddecreased pollution levels in comparison with conventional engine with pure diesel fuel and the performance isfurther improved with the increase of injection pressure with dual fuel operation.
20076575/2007-32-0075 (239071)

Experimental Investigation of Performance and Emission Parameters of a Small Diesel Engine Using
CNG and Biodiesel
Talal Yusaf (University of Southern Queensland), Gholamhassan Najafi, Barat Ghobadian, (Tarbiat Modares
University), Bahman Najafi, Vahab Pirouzpanah (Ardebil & Tabriz University) - Australia
Abstract: The use of compressed natural gas (CNG) in diesel engines can be considered one of the optimum
alternative solutions for reducing fuel consumption rate and pollutant emissions components from diesel engine.
CNG can ideally replace diesel fuel; a 90% diesel was replaced by CNG, while remain 10% was used as a pilot
fuel. Biodiesel was used as a pilot fuel in this research. Methyl ester of sunflower oil was the main component of
the biodiesel that used in this project. The results of the engine tests on the basis of ECR-49 standard showed that
increasing biodiesel percentage in pilot fuel compound resulting in reducing the combustion chamber peak pressure,exhaust engine temperature and ignition delay. The inherent biodiesel property CO and NOx emissions wereseemed to be decreased; however UHC was found to be increased, this was due to incomplete combustion of
B10% fuel compound.
20076565/2007-32-0065 (238248)

The Application of Coconut-Oil Methyl Ester for Diesel Engine
Yusuke Soma, Masato Nakajima, Koji Yoshida, Hideo Shoji, Akira Iijima (Nihon University) - Japan
Abstract: The coconut-oil methyl ester is made from coconut oil and methanol, and both cold start performance andignition characteristics of coconut-oil methyl ester are experimentally investigated by using a diesel engine. In
experiments, diesel fuel and coconut-oil methyl ester are used and the blended ratio of coconut-oil methyl ester todiesel fuel is changed. The test is conducted at full load and 3000 rpm. The diesel engine can be run stably withany mixing ratio of coconut-oil methyl ester, however the power is slightly reduced with increasing the mixing
ratio of coconut-oil methyl ester. In the cold start condition, when the mixing ratio of coconut-oil methyl ester
increases, the combustion chamber wall temperature rises early and the ignition timing is improved. Therefore,
the coconut-oil methyl ester has superior compression ignition characteristics and reduces exhaust gas emissions,so that the coconut-oil methyl ester is good alternative fuel for diesel engines.

38

TECHNICAL SESSION
Wednesday, October 31< Room 201A >8:30-10:00

Engine Technology (Part 4 of 5)
Chair : Tomoo Shiozaki (Honda R&D Co., Ltd.)
Co-Chair : Robert Fleck (Queen’s University of Belfast)20076503/2007-32-0003 (237426)

Research on Extended Expansion General-Purpose Engine - Heat Release and Friction Hibiki Koga, Sei Watanabe (Honda R&D Co., Ltd.) - Japan
Abstract: The combustion and efficiency of an extended expansion general-purpose engine employing a multiple
linkage system with that of a conventional engine consisting of the same component parts, with the exception of
the linkage system. The results show that this extended expansion increases indicated thermal efficiency from
29.6% to 33.2%. In addition, as the piston speed near the compression top dead center of this engine is slow, massfraction burned depends upon the change in the cylinder volume, relative to the combustion chamber volume
during the combustion period. The change of the minimum spark advance for best torque (MBT) timing relative toload is smaller than that of the conventional engine. In addition, measurements of drive loss during motoring
operation show that the friction of this engine is approximately the same as that of a conventional engine. As aresult, brake thermal efficiency of the test engine was increased by approximately 13%, from 20.1% of theconventional engine to 22.7%, under the EPA mode with fixed ignition timing operation.
20076507/2007-32-0007 (239713)

Reduction of Fuel Consumption on Single-Cylinder General Purpose Engine
Yoshikazu Sato, Mashu Kurata, Gaku Naoe, (Honda R&D Co.,Ltd.) -Japan
Abstract: An air-cooled 4 stroke single-cylinder general purpose engine with 438 cm3 of displacement was
researched to improve fuel efficiency. As a technique for improving fuel efficiency, 1) Intake valve were narrowed
and spark plug was moved closer to the bore center. As a result, the new engine shortened the mass combustion
rate by 13%, compared to existing engines, and improved fuel efficiency in the EPA general-purpose mode by
1.1%.2) Taking aim at reducing the piston system friction, piston ring tension was lowered 45% compared to thatof existing engines in the same class by using a centrifugal casting sleeve with the air-cooled engine. This has
resulted in a 5% reduction in friction mean effective pressure, and improved fuel efficiency in the EPA
general-purpose mode by 0.9%. 3) Electronic control technology was used, and ignition timing was decided basedon engine speed and throttle opening data. This has improved fuel efficiency in the EPA general-purpose mode by
1.1%, while at the same time piston noise was reduced. Totally fuel efficiency was improved 3.1% by these threetechnologies. Additionally revising the carburetor setting and auxiliary equipment, the newly developed engine
increased fuel efficiency in EPA general-purpose mode by 15% over that of existing engine.
20076511/2007-32-0011 (240262)

Development of Electronically Controlled CVT Focusing on Rider's Intention of Acceleration and
Deceleration
Toshio Unno, Masaya Sakaue, Kazutoshi Ishioka, Ryousuke Asaoka, Hiroyuki Aoki (Yamaha Motor Co.,Ltd.) - Japan
Abstract: Recently electronically controlled transmissions have been adopted in motorcycles, especially scooters. Bysuch CVT (Continuously Variable Transmission), various shift modes and the manual control of the speed ratio are
offered, and the rider can select the appropriate ratio according to the running situations and can draw theperformance of the vehicle to the maximum. On the other hand, however, the rider's operation such as selecting
modes tends to become complex. Due to the characteristic that two-wheeled vehicles require the rider to steer andcontrol speed both by hands, it is preferred that the shifting systems should be operated as easily as possible so thatthe rider can concentrate on the driving operation. Therefore, we developed the electronically controlled belt-type
CVT system for two-wheeled vehicles with a new concept that was able to achieve changing the speed ratio
according to the rider's intention with only simple operation at the auto shift mode.

39

TECHNICAL SESSION
Wednesday, October 31< Room 201A >10:30-12:00

Engine Technology (Part 5 of 5)
Chair : Yoshiro Tokunaga (Kawasaki Heavy Industries, Ltd.)
Co-Chair : Robert Fleck (Queen’s University of Belfast)20076505/2007-32-0005 (238593)

Determination of Operating Ranges of Marine Engines
James N. Carroll, Kevin J. Brunner (Southwest Research Institute), John McKnight (National Marine Manufacturers
Association), Rich Waggoner (Indmar Products Co., Inc.), Daniel Jeffery Ostrosky (Yamaha Motor Corporation USA),
Mark Riechers (Mercury Marine), Joseph E. Klak (Bombardier Recreational Products Inc.) - U.S.A.
Abstract: This paper summarizes work performed to define the range of recreational boat engine operation for the
National Marine Manufacturers Association (NMMA). Sixteen boats were tested on-water with data acquisition
systems to measure engine parameters. Boat types included sterndrive and inboard (SD/I), outboard (OB), andpersonal watercraft (PWC). Each boat was tested with low loads and at its rated load carrying capacity. Eachboat was run at prescribed engine speeds from low to maximum speed during data collection. Maps of eachboat’s engine operation were produced in order to identify the lowest and highest engine load at each engine speed,
based on intake manifold depression (for SD/I and OB) or throttle position (for PWC). Each engine type was theninstalled in a test cell where the lowest and highest engine loads from on-water testing were duplicated in order tomeasure the engine’s output. The engine’s low- and high-load torque was corrected to standard conditions andthen normalized in order to compare its operation to the United States Environmental Protection Agency and theCalifornia Air Resources Board’s emission test cycle.
20076506/2007-32-0006 (239578)

Double Clutch Transmission for Motorcycles
M. Geieregger, A. Mair, B. Pollak (AVL List GmbH), Andreas Bilek (KTM – Sportmotorcycle AG) - Austria
Abstract: Until now automatic or automated transmissions are not common in motorcycles whereas in passenger
cars a clear trend towards various types of automatic shifting transmissions could be observed during the recent
years. For 2-wheelers CVT drives are well known for 50 cc scooters and in the scooter class a trend towards CVTsfor bigger displacement vehicles is obvious. Evidence for this is the introduction of scooters with a displacement
up to 800 cc which use CVT drives. Reflecting the overall CO2 targets and their impact on individualtransportation and the demand for sportiveness in the area of motorcycles dual clutch transmissions (DCT) arecertainly a valid alternative. Meanwhile automated manual transmissions (AMT, clutch actuation and gear shiftingby actuators) are available in series production. Other than in the most passenger car applications the shifts are
initiated by the rider. As in the car area a full “by-wire” interface is utilized. From its driving performance a double
clutch transmission (DCT) would fit very well into motorcycle applications. Compared to an automated manualtransmission (AMT) a double clutch transmission does not have any interruption of the tractive force during theshifting and a DCT features instantaneous acceleration and the feeling of a …
20076515/2007-32-0015 (262501)

The Potential of a New Type of Carburettor to Assist SORE in Meeting EPA / CARB Phase 3
Legislation
Roy Douglas (Queen’s University, Belfast), Stephen Glover (Fjolblendir ehf), Kristjan B Omarsson (Fjolblendir ehf.)
Abstract: Small off-road engines (SORE) have been recognised as a major source of air pollution. It is estimated that
non handheld SORE annually produce over 1 million tonnes of HC+NOx and over 50 million tonnes of CO2. The
fuel system design and its operating AFR are of key importance with regard to engine operation and engine out
emissions. The conventional low-cost float carburettors used in these engines are relatively ineffective at atomisingand preparing the fuel for combustion requiring a rich setting for acceptable functional performance. EPA and
CARB have confirmed that Phase 3 limits are achievable for a “durable” engine fitted with a conventional wellcalibrated and manufactured “stock rich setting” float carburettor together with catalytic oxidation after-treatment
and passive secondary air injection. The EPA and CARB strategy for meeting Phase 3 only considers the use of
conventional float carburettors that operate at rich AFR’s over their entire engine operating range as no other costeffective alternative fuel system is yet available on the market. A cost effective alternative to the conventional
carburettor that enabled leaner or optimised AFR operation with load and improved combustion performance
would open the door to alternative strategies to meeting the phase 3 limits..…

40

TECHNICAL SESSION
Wednesday, October 31< Room 201B >8:30-10:00

Two-stroke Engine (Part 1 of 3)
Chair : Yuh Motoyama (Yamaha Motor Co., Ltd.)
Co-Chair : Nagesh S. Mavinahally (Techtoronic Industries NA, Inc.)
20076532/2007-32-0032 (240255)

Application of Exhaust Pipe Restriction Technique to a Small Two-Stroke Engine
Finlay L. Watson (Victa Lawncare Pty Ltd.), Guang Hong (University of Technology, Sydney) – Australia
Abstract: A simple method to reduce HC emissions caused by fuel short-circuiting in a two-stroke engine is to apply
a certain restriction to the exhaust gas flow in the exhaust pipe. This technique, developed for motorcycles,
vehicles and outboards, has been applied to a small off-road two-stroke engine with a constant speed operating
condition. In order to assess the feasibility and effectiveness of this technique for the reduction of HC and CO
emissions in such an engine, a butterfly valve was installed in the exhaust pipe next to the exhaust port. Based on
test results using the butterfly valve, a cylindrical restrictor was developed to generate various restrictions to thegas flow in the exhaust pipe and consequently reduce the fuel short-circuiting. The effectiveness of the restrictor on
emission reduction was further improved by leaner air/fuel mixture. The experimental results showed improved
engine performance including the best 24% reduction of total weighted HC and 25% reduction of total weighted
CO when the exhaust pipe restriction was 50%. Additionally, Mota, a two-stroke engine simulation program, wasused to simulate the engine performance with reduced diameter of the exhaust pipe. The outcomes of thissimulation support and explain the experimental results.
20076530/2007-32-0030 (239679)

Reed Valve, Crankcase and Exhaust Models Coupled to 3D Fluid Domains for the Predictive CFD
Simulation
Rainer J. Rothbauer, Gunther Grasberger, Zainal Abidin, Raimund A. Almbauer (Graz University of Technology) Austria
Abstract: The development and optimization of two stroke engines, especially the development of internal mixture
preparation and the combustion process, require effective and reliable simulation in order to shorten thedevelopment time and to reduce prototype and test bench costs. CFD (Computational Fluid Dynamics) is a state of
the art tool to optimize and visualize the fluid processes, e.g. scavenging, in-cylinder charge motion, sprayformation, mixture preparation or combustion. The drawback of full 3D CFD simulation is the required time forgrid generation and calculation of the model, especially for the simulations in the early development phase or in theconcept phase as the available time for simulation is limited. Additionally, two stroke specific models e.g. for thereed valve, are not available in commercial 3D CFD codes. In previous investigations [SAE 2005-32-0099] thestrategies and the requirements for a predictive simulation have been discussed. Consequently, a new methodology
which bases on the combination of 3-dimensional (3D) and 0/1-dimensional (0/1D) CFD simulation has beenpresented. This methodology uses a new multidimensional interface technology which…
20076529/2007-32-0029 (239607)

An Integrated 3D CFD Simulation Methodology for the Optimization of the Mixture Preparation of
2-Stroke DI Engines
Stephan P Schmidt, Oliver Schogl, Rainer J Rothbauer, Helmut Eichlseder, Roland Kirchberger (Graz University ofTechnologies) - Austria
Abstract: For the development of high-performance 2-stroke engines with internal mixture preparation it is essential
to know about the interaction between charge motion and injection spray. With no prototypes available conceptual
investigations can only render such information by using 3D CFD simulation. In this way an optimization of
mixture preparation and charge motion can be achieved by varying the transfer and boost ports. To allow for the
influence of these modifications on the mass balance (volumetric and trapping efficiency), the entire system of theloop-scavenged two-stroke engine has to be investigated. The state of the art calculation domain for 2-stroke 3D
CFD simulation is bounded at the inlet of the crankcase (reed valve) and sometimes also at the outlet of thecylinders. The reasons lie in the so far not sufficiently reproducible components (e.g. reed valve) as well as in the
reduction of calculation time. Beside the possibility of a coupled 1D and 3D simulation (SAE Paper No.
2005-32-0099 and SAE Paper No. 2006-32-0059), it is possible to apply a methodology with adaptive boundary
conditions for the evaluation of the entire engine in order to overcome these restrictions. …

41

TECHNICAL SESSION
Wednesday, October 31< Room 201B >10:30-12:00

Two-Stroke Engine (Part 2 of 3)
Chair : Yuh Motoyama (Yamaha Motor Co., Ltd.)
Co-Chair : Nagesh S. Mavinahally (Techtoronic Industries NA, Inc.)
20076527/2007-32-0027 (238337)

Time Resolved Scavenging Analysis for Two-Stroke Engines
Peter Stuecke, Bernhard Lehmann (West Saxon University), Matthias Heider (Forschungs- und Transferzentrum) Germany
Abstract: A detailed knowledge of the scavenging process becomes necessary during the development process,when the performance and in particular the emission output of two-stroke engines needs to be qualified andevaluated. This paper presents an experimental approach to describe the composition of the flow at the exhaust port
by means of flow visualization and to quantify the relative changes of the scavenging losses imposed by designchanges. The experimental set-up has been described in previous SAE papers and has been expanded by atransparent exhaust port, which gives optical access to the flow through the exhaust port. The gases in the cylinder
are represented by differently colored water-based fluids. Typically, the burnt gas is clear and the fresh charge iscolored to visualize its progress during the scavenging cycle and its distribution inside the cylinder. The flow
through the exhaust port is captured with a digital camera together with timed markers to synchronize the movie
with the crank angle during the cycle. Hence, the amount of colored liquid in the transfer port indicates theconcentration of fresh charge. The gray scale value or the hue angle of the color can be correlated to theconcentration by applying the Lambert and Beer’s law, which allows a relative quantification of the scavenging …
20076525/2007-32-0025 (233596)

R&D of a New G.D.I. 2-Stroke Engine with Unidirectional Scavenging Flow and Force Feed Lubrication
SystemPatrizio Nuccio, Mario Rocco Marzano (Politecnico Di Torino) - Italy
Abstract: P reliminary bench tests have been carried out on an original-design 2-stroke single-cylinder prototype
engine, which is equipped with an electronically controlled gasoline direct injection apparatus. The main designand operating features of the engine concern: a unidirectional airflow during the scavenging process (from the inlet
ports near the BDC to overhead cam-actuated valves), an external air pump (a Roots volumetric type driven by anelectric motor) and a force-feed lubrication system, like those usually exploited in mass-produced 4-stroke engines.
Experimental bench tests were carried out under low load, intermediate rotational speed operating conditions. The
performances were compared to those obtained from a commercial crankcase-scavenged 2-stroke engine using anindirect injection fuel feeding system. Encouraging results were obtained as far as fuel consumption and pollutant
emissions are concerned. Other improvements are expected thanks to scheduled modifications regarding a newpiston design along with a new arrangement of both the spark-plugs and the injector position.
20076528/2007-32-0028 (239460)

Monitoring Piston Temperature of Two-Stroke Cycle Engines in Testing Operation
Hiroaki Otani, Masaho Fukasawa, Junichi Hasegawa, Kazumi Iida (Yamaha Marine Co.,Ltd.) - Japan
Abstract: This report describes a thermometric method utilizing an infrared fiber. The method is used formonitoring the piston temperature of the two-stroke cycle engine mounted on an outboard motor while the engine
is in testing operation. The piston temperature measurement is an essential part of the engineering work fordeveloping the reliability of the piston. Traditionally, the piston temperature measurement was performed
utilizing a thermocouple embedded in the piston. Every time the piston reaches the bottom dead center, theelectrical signal from the thermocouple was picked up intermittently via a mechanical contact. However,uncertainty associated with the durability of the mechanical contact has restricted the running time of continuous
measurement. The method described in this report was developed to address such difficulty. In principle, theinfra-red energy emitted by the piston depending on its temperature is detected via the infra-red fiber. Thus, theneed for providing the contact was eliminated. The appropriate structure was configured for mounting theinfrared fiber in the cylinder block, and the reproducibility tests have demonstrated the effectiveness of the method
as the practically viable tool. The method allows real-time measurement of the piston temperature with assured
durability. The piston temperature measurements are taken in the form of ample mapped data, which enables
quick and accurate evaluation for proper settings as well as their optimization.

42

TECHNICAL SESSION
Wednesday, October 31< Room 301A >8:30-10:00

Design & Simulation (Part 1 of 4)
Chair : Katsumi Nagai (Suzuki Motor Corporation)
Co-Chair : Roy Douglas (Queen’s University of Belfast)20076591/2007-32-0091 (239078)

Numerical Predictions for Can Type Muffler of a Motorcycle
Motohiko Nishimura, Yoshiharu Nonaka, Takashi Hiraga, Yuichi Kawamoto (Kawasaki Heavy Industries, Ltd.) –Japan
Abstract: To attain high performance and low emission at the same time, computational fluid dynamics wasincorporated into a design optimization stage of the muffler. Splitters were equipped at the short bend just upstreamof the catalyst to suppress flow separation and mal-distribution within the catalyst region. Design screening had
been done for the splitters based on result from the steady states CFD. Then the unsteady CFD for the selected
splitter design showed uniform flow field within the catalyst region even when the flow rate was abruptly changed
due to intermittent exhaust process.
20076589/2007-32-0089 (237186)

Model-Based Analysis and Evaluation of the DCP System
Tsutomu Nakamura, Kenichi Hazu, Shigeru Yamazaki (Mikuni Corporation) - Japan
Abstract: Until recently, development and evaluation of the Discharge Pump Type Fuel Injection System (hereafterreferred to as DCP) has been implemented through measurement of various characteristics such as fuel flow andobservation of each separate component’s function during real-world testing. However, there are several
characteristics that are difficult to evaluate. An evaluatable DCP system model was created for remedying thisdilemma. With this DCP system model, we were able to achieve results comparable to testing done with thereal-world DCP system. Furthermore, we were successful in identifying characteristics within the model that wewere unable to measure with the real-world DCP system. From these results, we were able to verify the viability of
employing the DCP system model for evaluation and improvement of the real-world DCP system.
20076592/2007-32-0092 (239123)

Index-Matching Technique for Effective Liquid Flow Diagnostics for Internal Combustion Engine
Koichi Nishino (Yokohama National University), Jang-Woon Choi (Flowtech Research Inc.) - Japan
Abstract: An effective technique for visualization and measurement of liquid flows in a model of internal
combustion engine (ICE) is presented. The technique is based upon the use of index-controlled fluid andtransparent plastic models that has the same index of refraction as the fluid. This index-matching method allows
unblocked flow visualization of any locations deep inside the model, locations that could not be observed orilluminated by other techniques. This advantage is enhanced by the use of rapid prototyping in which any complex
geometry of the model can be fabricated directly and effectively from 3-D CAD data or 3-D surface data of themodel. The technique is applied to the study of a liquid flow inside a water jacket of ICE. The model is made by
the laser fabrication technique and therefore it is made of transparent epoxy resin. Very complex flow geometry isfaithfully reproduced in the model. A liquid flow inside the model is driven by a pump and the flow rate iscontrolled to achieve a comparable Reynolds number to an actual operation condition. Both two-component
particle image velocimetry (PIV) and three-component stereoscopic PIV are used for the measurement of liquidflow inside the model. The flow is seeded with metal coated spherical particles 20μm in diameter. The flow isilluminated with a double-pulsed frequency-doubled Nd:YAG laser. The measurements are made for flow
patterns inside the water jacket. Special attention is paid to the evaluation of the flow rate through each hole madein the gasket that is inserted between the cylinder head and the cylinder body. The stereoscopic PIV is used for thisevaluation. It is found from the present measurement that the flow pattern through the hole is far from uniform
even though the hole diameter is small (around 5mm) and that the pattern is dependent on the location of the holein the gasket. The flow rate through the hole is evaluated from the velocity profile measured in the cross-section
and it is discussed from the viewpoint for an optimum design of water jacket. It is concluded from the present
study that the index-matching technique proposed here is quite effective and useful for flow diagnostics at
locations deep inside the model of ICE such as water jacket model and that this technique can be used for a variety
of diagnostics of liquid flows inside and outside complex geometry.

43

TECHNICAL SESSION
Wednesday, October 31< Room 301A >10:30-12:00

Design & Simulation (Part 2 of 4)
Chair : Izumi Takagi (Kawasaki Heavy Industries, Ltd.)
Co-Chair : Yasuhiro Sugimoto (Honda R&D Co., Ltd.)
20076595/2007-32-0095 (240020)

Development of Generic Load Cases for Motorcycle Components for Design Optimization
Ravi V Kharul, Sivakumar Balakrishnan, Anil V Singanamalli, Bapanna K Dora, (T.V.S Motor Company Ltd.) – India
Abstract: A methodology is presented to obtain loads coming on the handle bar of a motorcycle of one model andcalculating generic loads from the same for all other motorcycle models. The handle bar of a motorcycle of modelM1 was instrumented with strain gages and calibrated for vertical and horizontal loads. The instrumented handle
bar was assembled on the vehicle and data was collected on the test rig in laboratory. The vertical and horizontal
loads acting on the handle bar, on test rig was obtained based on the calibration performed. The loads thus obtained
are for a particular motorcycle model M1 and is dependent on the wheel loads of that motorcycle. These loads wereconverted into generic load cases, which are applicable for all models of motorcycles. The generalized loads thus
generated were used in predicting the fatigue life of handle bar of a different motorcycle model (M2) using FE
analysis and MSC fatigue. The fatigue life calculated using FE analysis was observed to match with the actual lifeof handle bar of motorcycle model M2 tested in laboratory thereby validating the generic load cases that werearrived at.
20076596/2007-32-0096 (240027)

Estimation of Wheel Loads Using a Mathematical Model and Correlation with Vehicle Measurements on
Motorcycles
Sivakumar Balakrishnan, Chandan B Chavan, Karthikeyan Srinivasan, Ravi V Kharul, Rakesh Chandra P.H. (T.V.S.
Motor Company) – India
Abstract: This paper aims at the estimation of dynamic wheel loads of a two-wheeler through mathematicalmodeling that will aid during the initial stages of product development. A half car model that represents a
two-wheeler was used for this purpose. Road displacements were given as input to the model and the wheel loads
estimated. Actual road data obtained from two-poster rig was used as input to the model thereby making it possible
to calculate the wheel loads for different customer usage conditions on different roads. In this paper, a severe roughroad was chosen for verification of the model with that of the rig as the rider dynamics on such roads are the mostdifficult to simulate even on the rigs. The estimated values from model were verified with those measured using a
two-poster rig for the same road displacement. Attempt has been further made to establish a correlation between
the ride comfort predictions from the model and the two-poster rig. The acceleration levels on the frame wereconsidered for assessment and comparison of comfort. The fact that both the estimation of wheel loads and ride
comfort optimization can be accomplished much before building complex multibody models for simulation makes
the approach very cost effective and faster. Also, the advantage of predicting the fatigue life of various componentsthat go into a vehicle based on dynamic wheel loads even before the part is made makes this a very useful exercise.
20076597/2007-32-0097 (240155)

Development and Application of Control-Oriented Power Train Model for a Variomatic Scooter
Manish Garg, G.S. Deshpande (TVS Motor Company), Jesse B. Gohl, S.A. Sundaresan (Emmeskay Inc., USA) - India
Abstract: Competitive environment of scooter market demands for new improved products with minimum
development time. Computer simulations are very useful in reducing the development time through virtual
prototyping and testing the system on computers rather than making the hardware prototypes and testing on road.
Particularly, lumped parameter modeling provides reasonably accurate results for predicting vehicle performance
characteristics in short span of time. This is very useful when various system level targets have to be achieved andwhen trade-offs have to be made to obtain optimal results. In this work, a system-level powertrain model has beendeveloped for small variomatic scooters with a mechanically actuated Continuously Variable Transmission (CVT).
The modeling and simulation technology developed in this work can aid in designing a scooter CVT system toprovide the desired performance characteristics. Further, it can be very useful if one is contemplating to develop an
electronically controlled CVT for scooter applications. The approach used in this work highlights the paradigm ofmodel-based engineering and elucidates its use in a product development environment.

44

TECHNICAL SESSION
Wednesday, October 31< Room 301B >9:00-10:00

Engine Control (Part 1 of 3)
Chair : Ryozo Okita (Yamaha Marine Co., Ltd.)
Co-Chair :James N. Carroll (Southwest Research Institute)20076544/2007-32-0044 (234818)

Electronic Throttle Control for Motorcycles
Jörg Wengert (Robert Bosch GmbH), Dierk Rommel, Ronny Krzok(Bosch Engineering GmbH) - Germany
Abstract: Gasoline engines use throttle valves to control the intake air flow and thereby power and torque output.
Throttle valves in today’s motorcycles are mechanical; they are linked to the accelerator hand grip by a throttle
cable. In cars, this type of system has mostly been replaced by electronic throttle control (ETC). An electronic
throttle device is controlled by an electronic control unit (ECU) based on the input from a sensor in the accelerator
pedal. In the motorcycle market, the first ETC systems that have appeared on the market have been intermediate
solutions with remaining mechanical links. Detailing benefits of an ETC system without these mechanics, thepaper proposes a full ETC system without mechanical links for motorcycles. Components required for therealization of an ETC system are an electronic throttle device or a throttle actuator, an accelerator hand grip sensor
and an ECU. A study has been conducted on a mass production on-road sport motorcycle in order to provefeasibility of an ETC system. Exemplary evaluation results show improvements in emission technology (catalyst
heating) and driveability. The paper points out that a task remaining is the definition of an industry wide
motorcycle ETC safety concept for detection of malfunction and proper failure reaction.
20076547/2007-32-0047 (238150)

A Study of Intake Air Pressure Sampling Position in a Throttle Body Module
Li Huiqiang, Wang Zhensuo, Xi Gang, Wu Xiang, Li Liwei, Manuel Schoepke, Harald Neumann (United Automotive
Electronic Systems Co., Ltd.) - China
Abstract: In electric fuel injection (EFI) systems the intake air pressure is used as system load signal for calculating
injection and ignition parameters together with engine speed. Part of an EFI system for motorcycles is a throttle
body module with integrated pressure sensor. As motorcycle systems require smaller components than automotive
applications the target for engineering is to minimize the component size and still fulfill other system requirements.
Therefore the pressure sensor sampling point should be as close as possible to the throttle shaft to reduce themodule size but with a sufficient distance to avoid signal distortion by unsteady flow. This paper describes how tofind a suitable sampling position by combining static bench testing, dynamic vehicle testing and CFD analysis.

45

TECHNICAL SESSION
Wednesday, October 31< Room 301B >10:30-12:00

Engine Control (Part 2 of 3)
Chair : Ryozo Okita (Yamaha Marine Co., Ltd.)
Co-Chair : Takashi Mitome (Suzuki Motor Corporation)
20076543/2007-32-0043 (236675)

Practical Use of the Engine Testing Dyno with the Vehicle Simulation for the MotoGP Race Engine
Development
Kimihisa Matsuyama, Masamitsu Sugi, Noboru Yabe (Yamaha Motor Co., Ltd.) - Japan
Abstract: MotoGP is the pinnacle of motorcycle racing, with the world’s top riders racing 800cc prototype machinesat leading venues around the world. The riders compete against each other to win the title and show theirsuperiority. The manufacturers have improved the engines every year to gain a high power with low-fuelconsumption. The percentage of the duration in fully open throttle is less than 20% of the race, but the partial
throttle is used as much as 80%. Moreover, when the rider accelerates the machine, the front tire is easy to be liftedfrom the ground. In the mid of corner, the rider cannot open the throttle fully because of the tire slip. Therefore, itis the most important factor to appropriately control a throttle in the partial area. The Drive-By-Wire (DBW)
system is one of the solutions for the force control. The vehicle simulation in the engine dyno test helped
efficiently to evaluate the DBW. As a result, a controllable engine was developed and the development costs were
saved lower.
20076545/2007-32-0045 (237769)

Fuel Behavior Model-Based Injection Control for Motorcycle Port-injection Gasoline Engines
Hiroki Tanabe, Masaki Torigoshi, Shigeho Sakoda (Yamaha Motor Co., Ltd.) – Japan
Abstract: Today, environmental issues have become major global issues. Under these social circumstances,
restrictions on vehicles powered by internal-combustion engines have become increasingly stringent. While, manymodels of motorcycle are intended for hobbyists, and enjoyment is a major factor in the appeal of these products.
So it is necessary to simultaneously realize improved environmental performance and heightened enjoyment.
Therefore, the authors focused on controlling the richness of the mixture, the air-fuel ratio. In the case of intake
port-injection engines, it is common these days to control fuel injection using a fuel model that takes fuel adheredin the intake port into consideration, in order to control the air-fuel ratio. When this method of control is used, it isnecessary to derive the ratio of injected fuel that adheres inside the intake pipe and the ratio of adhered fuel that is
drawn into the cylinder. However, it is difficult to actually measure these values, and the ratios need to be
estimated. Therefore, the authors developed appropriate technologies to derive the fuel adhesion ratio and fuelremoval ratio statistically using the system identification approach, thereby achieving highly accurate air-fuel ratio
control.

20076549/2007-32-0049 (240261)

In-Situ Residual Gas Concentration Measurement near a Spark Plug in a Motorcycle SI Engine
Nobuyuki Kawahara, Eiji Tomita, Hidenobu Yasuda (Okayama University) – Japan
Abstract: This paper describes the development and application of a spark plug sensor using an infrared absorption
technique to quantify the instantaneous residual gas concentration near the spark plug. The residual gas fraction
inside engine cylinder is assumed to be proportional to CO2 concentration. The relationship between CO2
concentration and absorption strength of CO2 was determined for various pressures and temperatures in advanceusing a constant volume vessel with electric heating system. The spark plug sensor for in-situ CO2 concentration
measurement was applied to a compression-expansion engine and also to a port injected motorcycle SI engine. It
was possible to qualify the CO2 concentration inside residual gas during the compression stroke using thedeveloped optical system with new spark plug sensor in compression-expansion machine. Cycle-resolved
measurements were made to investigate the effects of the residual gas concentration near the spark plug on the
combustion characteristics of the commercial motorcycle engine. It was possible to measure the cycle-resolved
CO2 concentration near the spark plug and investigate the cycle-to-cycle fluctuations of mixture formation toachieve stable operation using the newly developed spark plug sensor.

46

TECHNICAL SESSION
Wednesday, October 31< Room 301B >13:30-14:30

Engine Control (Part 3 of 3)
Chair : Toshimi Kobayashi (Kawasaki Heavy Industries, Ltd.)
Co-Chair : Jeff J. White (Southwest Research Institute)20076570/2007-32-0070 (240244)

Investigation on Cold Starting and Warming Up of Gasoline Engines with EFI
Chunming Hu, Xijuan Song, Na Liu, Wei Li, (Tianjin University) – China
Abstract: The cold starting and cold-state running cycle (i.e. engine warming up) of gasoline engines are thekey points of exhaust emissions formation of modern engines, and also one of the very important targets forthe increasingly stringent emissions regulations. The combustion stability in gasoline engine cold starting
and warming up will impact the formation of its exhaust emissions. This paper introduces the improvement
in cold starting and warming up combustion process for the motorcycle gasoline engine by high-energy,
dual-spark plug based rapid burning system. Test results showed that the high-energy, dual-spark plug based
rapid burning system was very helpful to rapid ignition under the engine cold starting condition. Meanwhile,
because of increasing the burning velocity of the engine mixture, this solution can realize the larger ignition
retard and stable combustion process under the engine warming-up condition. As a result, it was very
helpful to increase the exhaust gas temperature and shortened the light-off time of TWC to achieve theimprovement exhaust emission performances for gasoline engines with EFI.
20076548/2007-32-0048 (238500)

Application of Hardware-in-the-Loop for Developing the Engine Management System
Yuh-Yih Wu, Bo-Chiuan Chen, K.D. Huang, (National Taipei University of Technology) - Taiwan
Abstract: This paper established a hardware-in-the-loop (HIL) system for developing the engine management
system (EMS) of a motorcycle, which combines xPC target real-time simulator and PC based controller. An engine
model of 125cc four-stroke gasoline engine that included the calculation of cylinder pressure is employed to be acontrol plant. A proposed control strategy developed with application of this HIL is verified to be superior to theconventional EMS of motorcycles. The proposed controller can send fuel injection and spark ignition control
signals every two revolutions accurately via stroke identification method. During the engine running period,
perhaps the ignition coil or other electronic equipment will conduct noise that interfere crankshaft tooth signal.
Therefore, a Kalman filter is designed to improve the robustness of controller. Under interference, the performanceof proposed controller is more satisfied than that without Kalman filter. Finally, a real engine is used to verify thecontroller by real tooth signal.

47

TECHNICAL SESSION
Wednesday, October 31< Room 302A >8:30-10:00

Collegiate Events (Part 1 of 3)
Chair : Akira Iijima (Nihon University)
Co-Chair : Jay S. Meldrum (Michigan Technological University)
20076615/2007-32-0115 (238252)

Improvement of Middle Engine Speed Torque By Using Resonance Effect For Restricted 600cc
Four-Stroke Engine
Makoto Ito, Hiroyuki Yano, Yasufumi Oguri, Takashi Suzuki, (Sophia University) - Japan
Abstract: This research focuses on the improvement of torque at the middle engine speed of a motorcycle engine
with resonance supercharging. The resonance supercharging intake system is realized with a simple modification to
the intake collector geometry. A one-dimensional computational model is employed to simulate the pressure wave
propagation and to optimize the configuration of it. The experiments confirmed the increase in the engine torquefor the entire operation range and the maximum gain of 33% was achieved at 8500rpm. The resonance effect isfurther investigated through three-dimensional simulation, in which the intake airflow rate, static pressure
distribution are analyzed.
20076616/2007-32-0116 (238408)

Simplification of the Shift/Clutch Operations for the Formula SAE Vehicles
Hiroshi Enomoto, Hironari Morita, Yousuke Fukunaga (Kanazawa University), Naoki Uota (Kado
Corporation) - Japan
Abstract: The simplified shift/clutch operation system, KF-TOS-P, was driven by DC motors (DC12V driven) witha microprocessor. Two rotary sensors detected the positions of the shift lever and the clutch lever. In FSAE rules,
the simple throttle-by-wire is prohibited and the engine speed was controlled by the drivers. The custom steering
wheel, KF-SW07 as the human machine interface, was designed and manufactured with CFRP by VaRTM(Vacuum assisted Resin Transfer Modeling) method. The shift operation time of KF-TOS-P was half of the manual
operation and the clutch engagement time of that was 25msec. KF-SW07 was 22.6% weight and 16.7% cost(calculated by FSAE rules) of the commercial steering wheel of the race use.
20076618/2007-32-0118 (238437)

The Package of the Turbo Charged Engine for the FSAE Vehicle with the Custom Lubricant System
Hiroshi Enomoto, Hiroyuki Motoi, Kyohei Takahashi, Koichiro Saito (Kanazawa University), Masahiko
Yashiro (Honeywell) - Japan
Abstract: The turbocharged 4-stroke internal combustion engine was developed for FSAE, the annual collegiate
racing competition. The dry sump lubricant system with the custom scavenge pump, KF-SC07, was designed. The
crank axle height was 192mm, 76.5% of KF2004. Custom cam-shafts were designed making the torque fluctuation
decreased less than 50% of KF2005. The compression ratio was changed. And the maximum boost pressure andthe maximum torque gain were 25kPa (0.25 kgf/cm2) and 11%, respectively.

48

TECHNICAL SESSION
Wednesday, October 31< Room 302A >10:30-12:00

Collegiate Events (Part 2 of 3)
Chair : Shunichi Kometani (Yamaha Motor Co., Ltd.)
Co-Chair : Jay S. Meldrum (Michigan Technological University)
20076617/2007-32-0117 (238412)

Development of Electronically Controlled Shock Absorber Using Magneto-Rheological Fluid
Toshihiko Komatsuzaki, Hiroshi Enomoto, Hiroshi Nishimura, Michinao Hiramatsu, Yosuke Fukunaga(Kanazawa University) – Japan
Abstract: The electronically controlled shock absorber with magneto-rheological fluid, KF-MRS07, was developed
for the Formula SAE (FSAE), which is an annual collegiate racing competition. The KF-MRS07 has been newly
developed based on KF-NS06, a mono-tube type shock absorber produced in 2006 incorporating commercial oil.
The KF-NS06 is a low cost product but hard to adjust the damping property. On the other hand, the KF-MRS07
can be controlled electronically whose damping force is changeable instantaneously while running. The equivalentviscous damping coefficient, the measure for evaluating the shock absorbers, is changed about 99% with 1.0A
applied current. On-track test results show that the yaw rates can be changed from an oversteer condition to anundersteer one with a simple threshold control.
20076620/2007-32-0120 (238524)

Development of the C-FRP Monocoque Front Impact Attenuator for FSAE with VaRTM
Hiroshi Enomoto, Yusuke Miyazaki, Hiroshi Mizuo, Eiji Hirano, Satoshi Kitayama, Koetsu Yamazaki(Kanazawa University), Naoki Uota (KADO Corporation) - Japan
Abstract: The Formula SAE (FSAE) rules require mounting an impact attenuator (IA) to the front part of theformula car. The IA is necessary to take fully into account not only lighter weight of the parts but also costeffectiveness as the total cost and the workability of manufacturing have much value to win the FSAE. In thispaper, three different IAs, 1) a space frame structure with steel pipes (SSF), 2) a monocoque structure withaluminum (AM) and 3) a monocoque structure with Carbon Fiber Reinforced Plastic (CFRPM), were
manufactured and compared with respect to the weight and the cost effectiveness under FSAE rules. The FEM
simulations for the AM were performed and the calculated results showed good agreements with the experimental
ones. However, the AM could not absorb the impact energy experimentally. The CFRPM could absorb the required
impact energy with lighter structure compared to other IAs. The weight was half of the experimental SSF and 1/5of the calculated AM.
20076619/2007-32-0119 (238442)

Development of the Traction Control System with the Custom Electrical Control Unit for the
Formula SAE Car
Hiroshi Enomoto, Hitoshi Nakao, Yosuke Fukunaga, Taira Maeda (Kanazawa University), Toshiyuki Sakai,
Masahiro Kontani (Honda R&D Co., Ltd.) - Japan
Abstract: The Traction Control Systems (TCS) for the FSAE car were developed with the Fuel/Ignition Cut (FIC)
method and the Ignition Retard (IR) method. A slip speed was used for the TCSs and a custom Engine Control
Unit (KF-ECU07) was developed with commercial devices. With the FIC TCS, the engine was stalled and the IR
TCS worked better. KF-ECU07 was 7.6% of the commercial high-quality ECU in price and contributed to the cost
event point gain in FSAE. The driver load was evaluated with the duration ratio of the partial throttle aperture.
The duration ratio of the partial throttle aperture was 52% with the IR-TCS compared with 64% without IR-TCS
and 19% driver load was decreased.

49

TECHNICAL SESSION
Wednesday, October 31< Room 302A >13:30-14:30

Advanced Combustion
Chair : Tetsuya Ohira (Suzuki Motor Corporation)
Co-Chair : Roy Douglas (Queen’s University of Belfast)20076535/2007-32-0035 (238236 )Study of Diffusion Combustion by Using the High-Voltage Electrical Discharge
Takaaki Mifune, Koji Yoshida, Akira Iijima, Hideo Shoji (Nihon University) - Japan
Abstract: A new combustion method which is using the characteristic of plasma jet ignition is proposed. This
new combustion method has features of diffusive combustion, however the fuel is injected and ignited by theelectrical discharge. In the procedure of plasma jet ignition, a high-voltage electrical discharge is generated
from the electrode to the orifice and then the gas in the cavity is transformed to a plasma state. When thecavity is filled with liquid fuel, the fuel plasma jet spreads into combustion chamber and is mixed with air in
combustion chamber, and then the diffusive combustion occurs. Tests are carried out with four kinds of fuelby using a constant volume vessel. All kinds of fuel are surely injected by the electrical discharge and arecertainly ignited and burned by this combustion method. The diffusion flame development process is
influenced by fuel properties and is affected by the orifice diameter size.
20076534/2007-32-0034 (238117)

Effects of Uniform and Non-Uniform Electric Field on Premixed Combustion
Shinichi Moriya, Koji Yoshida, Hideo Shoji, Akira Iijima (Nihon University) – Japan
Abstract: The purpose of this study is to elucidate the flame propagation behavior under the electric field applicationby using the constant volume vessel. The laser induced breakdown applies the ignition and Nd:YAG laser is used.
A homogeneous propane-air mixture is used and three equivalence ratios, 0.7, 1.0 and 1.5 are tested. In theuniform electric field, the premixed flame rapidly propagates toward both upward and downward directions and theflame front becomes a cylindrical shape. The maximum combustion pressure decreases with an increase of input
voltage because of an increase of heat loss to the electrode, however the combustion duration is hardly affected by
the input voltage. In the non-uniform electric field, the flame propagation velocity of downward direction increases.
The combustion enhancement effect is remarkably when the input voltage is larger than 12 kV because the brushcorona occurs and intense turbulence is generated on the flame front.

50

TECHNICAL SESSION
Wednesday, October 31< Room 302B >8:30-10:00

Alternative Fuel (Part 4 of 4)
Chair : Felipe Ronald M. Argamosa (Technological University of the Philippines)
Co-Chair : Michael S. Brenner (Lubrizol Corp.)
20076568/2007-32-0068 (239596)

Combustion Characteristics of a DI Diesel Engine with Palm Kernel Oil Biodiesel and Its Blend (B20)
Thet Myo, Eiji Kinoshita, Hidenori Tsuru, Kazunori Hamasaki (Kagoshima University) - Japan
Abstract: The fuel properties, the diesel combustion and the exhaust emissions of palm kernel oil methyl ester(PKME) and a blend of 20% PKME with 80% JIS No.2 gas oil (PK-B20) were investigated. In this study, the fuelproperties were measured by laboratory analyses and the engine experiments were carried out by using a single
cylinder direct injection diesel engine. To make comparison between biodiesels and conventional diesel fuel, palm
oil methyl ester (PME), coconut oil methyl ester (CME), and the gas oil (JIS No.2) were also used as test fuels.
From the fuel property analyses and the engine experimental results; the pour point of PKME was -50C which was
the same as that of CME and the pour point of PK-B20 was -100C, the brake thermal efficiency of PKME was thesame as the other test fuels, the ignition ability of PKME was better than that of the gas oil and the exhaustemissions (CO, HC, NOx and smoke) from PKME were almost the same as those of CME and lower than those of
the gas oil. Specifically, at 100% load condition, about 47% reduction in smoke emission was found in PKME
compare to that of the gas oil.
20076569/2007-32-0069 (239750)

Combustion analysis in the small compression ignition engine with DME low pressure injection
Tatsuaki Suzuki, Hiroaki Yonetani, Itaru Fukutani (Polytechnic University) – Japan
Abstract: Experiments of combustion observations and radical measurements in DME compression ignition engine
were significant for the elucidation of DME combustion. There have been several reports on combustion
observation studies of DME compression ignition engines. All of these reports were experimented with the same
method observed due to the bottom view, and none of these studies was targeted on low pressure injection and/or
small compression ignition engines. In this research, the combustion analysis of the small compression ignitionengine with DME low pressure injection was attempted by the top view observation using the wide angle viewengine scope. As a result, DME combustion using the ordinary diesel engine’s piston chamber shape and material
was observed. The production of the exhaust elements (OH, CHO, NO) was obtained to the time series on
combustion process of the small compression ignition engine with DME low pressure injection.
20076574/2007-32-0074 (242842)

Experimental Study of Emission Characteristics of a Small Hydrogen S.I. Engine
Tetsuya Ohira (Suzuki Motor Corporation), Kenji Nakagawa, Kimitaka Yamane (Musashi Institute ofTechnology), Masahiro Shiojii (Kyoto University) - Japan
Abstract: In an attempt to grab potential issues with a hydrogen direct injection lean burn engine to have similar
power output to a gasoline-fuelled engine, emission characteristics of a hydrogen engine was investigated. It isdemonstrated that low NOx emission can be achievable without any catalytic converter. Two major issues,
however, have been recognized, that is, combustion instability at low load conditions and too low temperature of
exhaust gas to get enough boosting pressure. Hydrogen concentration heterogeneous of the mixture was focused in
the CFD and visualization study. Hydrogen jet design of an injector could contribute to improvement of mixing.

51

TECHNICAL SESSION
Wednesday, October 31< Room 302B >10:30-12:00

Engine Component
Chair : Toshimi Kobayashi (Kawasaki Heavy Industries, Ltd.)
Co-Chair : Jeff J. White (Southwest Research Institute)20076563/2007-32-0063 (240412)

Design and Dimensioning of Centrally Fastened, Friction-locked Connections in Auxiliary Drive
Assemblies
Volkhard Walther, Erhard Leidich (Chemnitz University of Technology) - Germany
Abstract: A simple and cost-effective approach to connect the sprocket wheels or belt pulleys of the engine’s
auxiliaries drive system to the crank-shaft is fastening the parts using a central bolt. In this case, load transmission
is carried out exclusively by the friction among the parts’ frontal contact surfaces. Consequently, such connections
are typically dimensioned according to the torque load and the governing coefficient of friction. The auxiliaries’
increasing power demands involve much higher loads on such connections which may lead to severe failures, suchas relative motions between the timing-sprocket and the crank-shaft. In order to understand and avoid those
problems, the transmission behaviour of the contact surfaces has been investigated by means of analytical,
experimental, and finite-element analyses. As shown in this contribution belt and chain forces lead to additional
bending loads and shear forces in the frictional contacts that reduce the transferable torque dramatically. The“torque-only” dimensioning approach neglects these loads and, therefore, underestimates the required clamp loadof the bolt. Theoretical considerations lead to a new analytical calculation model that allows the calculation ofrequired axial pre-tension force bolt taking the additional bending and shear load components into account. As aresult, the connections can now be dimensioned precisely avoiding both critical failures and unnecessarily highsafety factors.
20076562/2007-32-0062 (239824)

Powder metal materials for gear applications
Senad DIZDAR, Pernilla Johansson, Toste JONSÄTER(Höganäs AB, Sweden), Koki KaNno(Höganäs JapanK.K.)- Japan
Abstract: This presentation reviews recent achievements in gear tooth bending strength and rolling contact fatigue
resistance of powder metal materials in comparison to wrought steel materials for automotive applications.
Prototype powder metal gears and rolling contact fatigue (RCF) rollers were pressed from commercially available
low-alloyed iron powder mixes, sintered, surface densified, case hardened and optionally hard finished using
commercially available equipment for all manufacturing steps. The reference gears and rollers were machined from
common wrought steels. The results evaluated on the prototypes show that powder metal materials meet wroughtmachined materials’ gear tooth bending strength and RCF-resistance.
20076561/2007-32-0061 (239472)

Development of Air-Cooled Cylinder Utilizing Baffle Pates Between Fins with Cooing Ports
Kohei Nakashima, Takuya Toda (Meijo University), Masao Yoshida (Aichi University), Soichi Ishihara, Masago
Yamamoto (Meijo University) – Japan
Abstract: Several techniques facilitate the cooling of air-cooled motorbike engines. Baffle plates, mounted between
cooling fins symmetrically with respect to a plane through the axis of the cylinder, maximize the distance that thecooling air follows the cylinder surface before it separates from the cylinder, when the motorbike is in motion.
Cooling ports, drilled in the fins parallel to the axis of the cylinder, induce natural convection in the cylinder, whenthe motorbike is stationary. We produced cylinders with baffle plates between the fins, and with cooling ports, inorder to improve cylinder cooling while motorcycles are both moving and stationary. We investigated experimental
cylinders with baffle plates, cylinders with fins with cooling ports, and cylinders with both baffle plates and finswith cooling ports, all over a range of air velocities between 0 and 60 km/h. Results indicated that the cylinder withbaffle plates was cooler than the cylinder without baffle plates, at air velocities between 20 and 60 km/h.
Furthermore, the cylinder with fins with as many cooling ports as possible in the rear was cooler than a cylinder
without cooling ports, at all air velocities. Finally, the cylinder with both baffle plates and fins with as many ports
as possible in the rear had the greatest improvement in cooling at all air velocities.

52

TECHNICAL SESSION
Wednesday, October 31< Room 302B >13:30-14:30

Vehicle Dynamics & Safety (Part 1 of 3)
Chair : Masayuki Baba (Honda R&D Co., Ltd.)
Co-Chair : Akira Hasegawa (Yamaha Motor Co., Ltd.)
20076607/2007-32-0107 (238720)

Simulation of Fluctuation Behavior during Motorcycle Acceleration
Hirohide Matsushima, Masashi Sakata(Kawasaki Heavy Industries, Ltd), Ryo Suzuki (Kawaju Techno Service
Corp.) – Japan
Abstract: Motorcycles are vehicles regarding which users have extremely strong preferences, so riding comfort
determines a large portion of their commercial value. In order to provide the high level of riding comfort sought by
motorcycle owners, we must select the most effective settings for the engine and the drive train. This paper
concerns fluctuations in longitudinal acceleration when a motorcycle is accelerated, which is one of thebenchmarks for evaluating riding comfort. This phenomenon consists of fluctuations in longitudinal acceleration
during acceleration that cause an uncomfortable feeling for the rider, so the fluctuations in acceleration must be
moderate. In composing the simulation model, we modeled the entire drive train from the crankshaft to the tire intoa model. By comparing the results of the simulation model and of field tests, we confirmed that it is possible tosimulate fluctuations in the revolutions of the drive train. Based on the results of the simulation, it was possible toposit that fluctuations in the longitudinal acceleration were attributable to play in the dog clutch. We thenemployed that simulation model to study potential methods for reducing fluctuations in longitudinal acceleration
during acceleration. We carried out sensitivity analysis by varying the mechanical properties of the drive train,such as moment of inertia, spring characteristics, and damping characteristics. As a result, we were able to conduct
studies on potential improvement methods in various combinations prior to the field tests. We then conductedriding tests to confirm the effects of the improvement measures. We recorded the longitudinal body acceleration
data during the riding tests with an accelerometer mounted on the fuel tank, and the effects of improvement were
quantitatively confirmed. As a result, by conducting the necessary studies prior to carrying out field tests, we wereable to focus on the most promising improvement method, and we were able to provide a far more comfortableriding feeling, thereby receiving a more positive rider's evaluation of longitudinal acceleration.
20076611/2007-32-0111(240089)

Design and Development of Electronically Assisted Braking System (EABS) for Two Wheeler
K. Dhandapani(INCAT-TATA Technologies Ltd.), P. Senthilkumar, P. Tamilporai(Anna University) - India
Abstract: In automotive braking system the main purpose of a brake is to retard or stop the vehicle by converting the
kinetic energy of vehicle motion into rotational frictional torque at the brake pads. This energy will then changed toheat energy and dissipated to surrounding air. The most powerful brake itself will not stop the vehicle effectively if
the road surface has little wet or no traction and also if the wheels are locked. Mash the brake lever and the wheels
will stop turning, but the vehicle will skid along. Many drivers tend to think that the brake skid as a “brake failure”
and in fact the situation is really a failure of the driver to understand the traction conditions and to drive
accordingly. Front brake is always designed to be stronger than the rear brake. Since when the brakes (front or rear)
are applied, the weight of the bike and rider transfers forward and eventually onto the front wheel. This is thereason for a bike’s front end dives when driver applies the brake. To address the above issues, a new brakemanagement system called “Electronically Assisted Braking System” (EABS) has been developed to prevent thewheel lock. EABS uses a combination of electronics and hydraulic controls to allow braking right up to the point ofwheel lock-up, the system interfere to reduce fluid pressure to the brake and to keep the vehicle deceleration at its
maximum at the given road conditions. The Electronic Control Unit (ECU) monitors the vehicle speed
continuously at all times using wheel speed sensor, which gives input signal to the ECU, which controls the linear
actuator. The linear actuator controls the hydraulic control valve to give variable cut-in pressure according to thevehicle speed which in-turn will reduce the output pressure to the caliper. Experimental results have been obtainedfor various cut-in pressures by the movement of screw in hydraulic control valve. The results of EABS werecompared with the conventional disc braking system. It shows that the maximum deceleration was achieved at very
short period of time compared with the conventional braking system.

53

TECHNICAL SESSION
Thursday, November 1< Room 201A >8:30-10:00

HCCI (Part 1 of 2)
Chair : Minoru Iida (Yamaha Motor Co., Ltd.)
Co-Chair : Hideo Shoji (Nihon University)
20076540/2007-32-0040 (238232)

Using Auto-Ignition to Improve Cycle-to-Cycle Variations of a Small Two-Stroke Engine
Janitha Sumadhawa Wijesinghe, Guang Hong (University of Technology, Sydney) - Australia
Abstract: Cycle-to-cycle variations occur frequently in small two-stroke engines as a result of irregular combustion
and misfire due to the presence of the charge with incorrect air to fuel ratio and burnt gas adjacent to the spark plug.
Under normal operating conditions burnt gasses inhibit the flame propagation that initiates from the spark plug. In
this paper auto-ignition has been investigated as a means of overcoming the above problem by converting thepresence of burnt gas from a disadvantage to an advantage. Under the current investigation trapping exhaust gas
using a butterfly valve installed in the exhaust manifold was adopted as a method of realising auto-ignition in asmall single cylinder two-stroke engine. Within the operating region of auto-ignition a significant reduction incycle-to-cycle variations was achieved.

54

TECHNICAL SESSION
Thursday, November 1< Room 201A >10:30-12:00

HCCI (Part 2 of 2)
Chair : Minoru Iida (Yamaha Motor Co., Ltd.)
Co-Chair : Robert Fleck (Queen’s University of Belfast)20076538/2007-32-0038 (233115)

A Spectroscopic Analysis of Homogeneous Charge Compression Ignition Engine
Hiroki KASUYA, Yoshifumi YAMAZAKI, Seiji OKAMURA, Akira IIJIMA, Hideo SHOJI (Nihon University)– JapanAbstract: Homogeneous Charge Compression Ignition (HCCI) combustion offers the advantages of high efficiency
and low emissions of pollutants. However, ignition timing control and expansion of the stable operation region areissues remaining to be addressed in this combustion process. Detailed analyses of ignition and combustion
characteristics are needed to resolve these issues. HCCI combustion of a low octane number fuel is characterizedby two-stage heat release attributed to a cool flame and a hot flame, respectively. In this study, spectroscopic
techniques were used to investigate the effect of exhaust gas recirculation (EGR) on ignition and combustion
characteristics using a low octane number fuel, which is apt to give rise to a cool flame. The reaction mechanism of
a cool flame produces formaldehyde (HCHO). Measurements were made of spontaneous light emission andabsorption at wavelengths corresponding to the light emitted at the time HCHO was produced. The light emission
intensity and absorbance ……
20076541/2007-32-0041 (239603)

Analysis of the Combustion Characteristics of a HCCI Engine Operating on DME and Methane
Yujiro Tsutsumi, Katsuhiro Hosina, Akira Iijima, Hideo Shoji (Nihon University) - Japan
Abstract: The Homogeneous Charge Compression Ignition (HCCI) engine has attracted much interest in recent
years because it can simultaneously achieve high efficiency and low emissions. However, it is difficult to control
the ignition timing with this type of engine because it has no physical ignition mechanism. Varying the amount offuel supplied changes the operating load and the ignition timing also changes simultaneously. The HCCI
combustion process also has the problem that combustion proceeds too rapidly. This study examined the possibilityof separating ignition timing control and load control using an HCCI engine that was operated on blended test fuelsof dimethyl ether (DME) and methane, which have vastly different ignition characteristics. The influence of themixing ratios of these two test fuels on the rapidity of combustion was also investigated. Moreover, as a basic
research subject, the behavior of formaldehyde (HCHO), an intermediate that is produced by cool flame reactions,……
20076539/2007-32-0039 (238053)

Enlargement of Auto-Ignition Regions by Applying a Stratified Charge Concept
Kenji NISHIDA, Takahiro KIMIJIMA, Hisashi SAKUYAMA, Yasuo MURAKAMI(Honda R&D Co.,Ltd. Motorcycle R&D Center )- Japan
Abstract: The auto-ignition attracts researchers as an ultimate combustion method that could simultaneously reduce
fuel consumption and NOx emissions. The authors have studied auto-ignition combustion in the two-stroke
gasoline engines aiming at vehicle engine applications. However, our attempts were in an impasse with the onset of
irregular combustion in the lower speed and the extremely lower load range. As a solution for this problem, thispaper proposes a new auto-ignition concept, i.e. Stratified Charge Auto-Ignition (SCAI), which focuses on thethermal distribution and mixture formation in the combustion chamber. Visualization of the direct injection sprayformation was conducted first, and then a combustion chamber design was determined by using a CFD simulation,
so as to form a mixture at the hottest spot in the combustion chamber. As a result, the auto-ignition regions wereremarkably enlarged toward the lower speed and lower load, and the HC emissions decreased by 20% while
the……

55

TECHNICAL SESSION
Thursday, November 1< Room 201B >8:30-10:00

Lubricants (Part 1 of 2)
Chair : Akihiro Ohashi (Nippon Oil)
Co-Chair :Joe Timar (Chevron)20076578/2007-32-0078 (240125)

Development of an Environmentally Friendly Two-Stroke Engine Oil for Power Equipment
Moritsugu KASAI, Motoharu ISHIKAWA, Katsuhiko NAKAJIMA, Takeshi MATSUOKA (Idemitsu Kosan Co.,
Ltd., Idemitsu Lube Techno. Co., Ltd.)-Japan
Abstract: Two-stroke engines have been normally used for power equipment such as bush cutters and lawn mowers
because of their compactness and cost-performance. However, their exhaust smoke is often put in question for
causing a poor working environment. Therefore, it is important to develop an environmentally friendly two-stroke
engine oil. In this paper, the development of a two-stroke engine oil with low smoke performance and its
evaluation results are reported. If dilution ratio of a two-stroke engine oil with gasoline is increased in order toreduce the exhaust smoke, the lubricity becomes poor because of the decrease of base oil ratio in the oil. A
two-stroke engine oil that copes with both low exhaust smoke and anti-seizure performance for pistons, has beendeveloped by using a carefully selected polymer ester. The oil showed excellent anti-seizure performance in actual
engine tests. In addition, it was also confirmed that it had better low……
20076579/2007-32-0079 (240169)

Development of new engine oil technology designed to bring more benefits to the boat owner thanpassenger car motor oils can provide
Brent Dohner (The Lubrizol Corporation Wickliffe, Ohio USA)- U.S.A.
Abstract: Several engine manufacturers are offering 4-stroke marine engines in order to meet 1998 US EPA
emissions regulations requiring a 75% hydrocarbon reduction by 2006. These 4-stroke marine engines have been
lubricated with passenger car motor oil in the past; however, the environment in which these engines operate isquite different from a passenger car engine. Perhaps the biggest differences are that marine engines do not use aclosed loop cooling system, and they often operate in a corrosive salt water environment. They may be operated forextended periods of time at low speed while trolling, allowing build-up of water and fuel in the engine oil. For
these reasons, oil used in this application should have corrosion inhibiting properties that are much better than what
is found in passenger car oil. In addition, boats are often used seasonally and stored for long periods of time during
the winter. This can lead……
20076577/2007-32-0077 (238125)

Four-Stroke Motorcycle Lubricant Performance: An Application-Specific Engine Test
Development.
Mark F. WILKES, Nigel J. BRITTON, Christopher TRAVIS, Richard C. CHADWICK (Lubrizol Limited,Hazelwood, UK.)- U.K.
Abstract: In response to increasingly stringent emissions legislation, rapid advances in four-stroke hardware
technology are leading to the development of new lubricant appetites and severities, primarily due to themotorcycle lubricant being common to the gear-box and clutch in addition to the crankcase. These changes are
driving motorcycle and passenger car lubricant performance needs in different directions. Ultimately, thisdivergence of performance requirements may result in the need to use lubricants specifically formulated for
motorcycle hardware, and a requirement for application specific performance tests. This paper describes thedevelopment of a high-performance motorcycle engine test to generate application-specific lubricant performancedata, including data logging a motorcycle on a race-track, designing a test-rig to run a dynamic cycle, and finally,
replicating the race severity logged cycle in the engine test. This work is presented as a first step in a series of testdevelopments to investigate, develop and provide proof of performance……

56

TECHNICAL SESSION
Thursday, November 1< Room 201B >10:30-11:30

Lubricants (Part 2 of 2)
Chair : Ryou Yamada (Idemitsu Kosan)
Co-Chair : Michael S. Brenner (Lubrizol Corp.)
20076576/2007-32-0076 (238471)

Frictional Analysis of a Small Two-Stroke Utility Engine via Tear-Down Testing
Zaidi Mohd. RIPIN, Horizon GITANO-BRIGGS, Mohd. Zulkifly ABDULLAH (University Science Malaysia) –Malaysia
Abstract: Two stroke engines are popular power sources for ambulatory applications because of their superior power
to weight ratio. Due to fuel short-circuiting however, they suffer from poor fuel economy and high levels ofemissions. Small utility two-stroke engines are typically tuned rich to improve ignition stability and cooling.
Additionally the presence of fuel in the crankcase requires high rates of two-stroke oil usage to insure proper
lubrication. Given rising petroleum prices and concern for the environment, reducing the fuel consumption andemissions of two-stroke engines is of increasing importance. With the extreme price sensitivity of small two-stroke
engines more sophisticated options such as direct fuel injection, are not possible. Instead, the best starting point forfuel consumption improvement is to insure proper carburetor tuning and lubrication of the engine and optimizationof the engine’s intake and exhaust tuning. For this study a typical small utility engine was mounted to a motoring
dynamometer. The engine was operated at a standard speed for a given length of time with various oil/fuel ratios.
Once the engine ran dry the ignition was switched off and the frictional torque was measured as the engine cooled.
Frictional measurements were analyzed as a function of lubricant quantity and engine temperature. Finally friction
was measured as the engine was progressively dismantled, removing the exhaust system, carburetor, spark plug,
piston and connecting rod. Frictional contributions from each source were then tabulated.
20076580/2007-32-0080 (259043)

Study of Eco-Friendly Four-Cycle Motorcycle Engine Oils
Akihiro OHASHI, Masatoshi AKAGI, Mitsuaki ISHIMARU, Kazuhiro YAGISHITA, Akira YAGUCHI(Nippon Oil Corporation, Honda R&D Co., Ltd.)– Japan
Abstract: With environmental issues at the forefront of the automotive industries, there is a clear need to improve
the fuel economy and longer drain performance of four-cycle motorcycle engine oils. Evaluation of oil
consumption in actual engines was used to clarify an optimal volatility for engine oils, and the feasibility of using
zinc dialkyl phosphate, a sulfur-free additive, as an alternative to ZDTP for improved of fuel economy performance
was studied. Engine oils with optimized additives demonstrated excellent friction characteristics and wet clutch
performance.

57

TECHNICAL SESSION
Thursday, November 1< Room 301A >8:30-10:00

Design & Simulation (Part 3 of 4)
Chair : Katsumi Nagai (Suzuki Motor Corporation)
Co-Chair : Roy Douglas (Queen’s University of Belfast)20076599/2007-32-0099 (240228)

Numerically Modeling the Dynamics of a Piston-Mounted Passive Inlet Poppet Valve
Greg GIBBES, Guang HONG (University of Technology Sydney (UTS), Australia)– Australia
Abstract: A 2D axissymmetric CFD model of a prototype free-piston engine has been developed using a commercial
code. The dynamics of a passive inlet valve mounted on the moving piston was the main interest in theinvestigation. Preliminary results of cylinder and compressor pressure show good agreement with experimentalpressure data for both fired and motoring conditions. Insight into the probable lift characteristics of the passive
inlet valve was obtained. The CFD model achieves the simulation of complex multi-body movement throughstructured mesh deformation. Momentum source terms are utilized to modify flow in certain domains in themodel. The paper reports the difficulty of specifying appropriate loss terms for a 2D model of 3D flow. It
concludes by assessing the suitability of simplified 2D CFD to model gas dynamics. In cases where the flow
departs significantly from a 2D form, either 3D CFD or 1D gas dynamics is probably a better choice20076598/2007-32-0098 (240175)

Numerical Analysis of Combustion and Flow Inside a Small Rotary Engine for Developing an
Unmanned Helicopter
Takafumi YAMADA, Yasuo MORIYOSHI (Chiba University)– Japan
Abstract: For a disaster relief and automatic inspections, an unmanned helicopter is strongly expected. To develop
this, a very high power density source is required. A Wankel-type rotary engine can be the best candidate for the
power source. In this study, the development of a very small rotary engine with a displacement of 30 cc is targeted.
In order to improve the combustion efficiency, gas exchange and stable ignition, a multi dimensional simulation
inside the combustion chamber was carried out. At first, the effect of volumetric efficiency on the maximum poweris mentioned. Secondly, the effect of scavenging efficiency is discussed. Thirdly, a blow off through a plug hole isdescribed. The position of plug hole was found important to reduce the blow off amount. Finally, the effect of
combustion speed on the engine performance is predicted. As a result, the proposed design will be tested using a
proto-type engine. Also, future subjects to achieve a high power density with a displacement of 30 cc will besolved by the authors’ research in progress.
20076594/2007-32-0094 (239897)

Simulation and Analysis of Combustion, Performance and Emission Characteristics of Biodiesel
Fueled Low Heat Rejection Direct Injection Diesel Engine
B. Rajendra Prasath, P. Tamil Porai, Mohd F. Shabir, T. Senthil Kumar (Anna University) – India
Abstract: A cycle simulation program has been formulated and developed for a conventional and a Low Heat
Rejection (LHR) direct injection diesel engines operated with biodiesel. Model for the prediction of heat transfer,heat release, cylinder pressure data, overall performance and emission levels were synthesized and analyzed. The
combustion chamber (includes crown of the piston, cylinder head, valves and liner) has been coated with partiallystabilized zirconia (PSZ) of 0.5 mm thickness. Methyl esters (called biodiesel) have been derived from non-edible
vegetable oil such as Jatropha oil. In this work, the combustion, rate of heat release, cumulative heat release, rate ofheat transfer with and without thermal barrier coating have been considered and analyzed. The overall performanceand emission levels of the conventional and LHR DI diesel engines operated with biodiesel found to be satisfactory
and the results derived from the above analysis is capable of telling the operational suitability of biodiesel inconventional and LHR DI diesel engines and LHR diesel engines in particular.

58

TECHNICAL SESSION
Thursday, November 1< Room 301A >10:30-12:00

Design & Simulation (Part 4 of 4)
Chair : Kazuyuki Shiomi (Honda R&D Co., Ltd.)
Co-Chair : Ryosuke Ishikawa (Suzuki Motor Corporation)
20076593/2007-32-0093 (239166)

Development Process to Optimize Design and Performance of Small Gasoline Engines
Oliver Lang, Philipp Adomeit, Peter Schmitt, Christof Tiemann (FEV Motorentechnik Gmbh) – Germany
Abstract: The further optimization of modern gasoline engines needs sophisticated development tools to meet future
emission legislation and fuel consumption targets. The multi-dimensional optimization process has to take into
account parameters like• cylinder head and port flow design• valve train variabilities (e.g. camphasers, variable valve lift systems)• in-cylinder charge motion and interaction with mixture preparation• resulting combustion characteristics• naturally aspirated and boosted operating conditions
The paper presents an advanced development process, where a dedicated interaction between• gas dynamics and CFD simulation,• optical analysis tools (3D-PIV) and• engine test bench
is used……
20076600/2007-32-0100 (240358)

Investigation of thermally induced die cracking for H13 High Pressure Casting dies using
simulation methods
Alastair Long, David Thornhill, Cecil Armstrong (Queens University Belfast), Makoto Kurokawa and Arthur Hendry(Ryobi Aluminium Castings (UK) Ltd.) - U.K.
Abstract: Die cracking is one of the most important life-limiting tool failure mechanisms in high pressure die casting(HPDC). Cracking is caused by thermal shock from sudden heating and then cooling of the die surface. Injection ofmolten aluminium, transfers heat to the die which results in compressive stresses on the die surface. After the
casting has been extracted, the die is sprayed with releasing agent which generates tensile stresses on the surface ofthe die. These stress fluctuations result in heat check cracking or gross cracking forming on the surface of the die.
Casting simulation software was used to simulate the casting process; metal filling the die cavity, solidification andthermal stresses in the die. For this paper a comparison was made between a simulation analysis and a cracked die
slide. When the die cracks due to thermal fatigue, aluminium penetrates into the cracks which results in visual
defects being formed in the casting and will further reduce the die-life. The simulation analysis shows a goodcorrelation between the von Mises stress and the minimum principal stresses to the cracks seen on the surface ofthe die. The ability to predict the extent of cracking on a HPDC die is vital when designing the die, if the heatcheck cracking / gross cracking can be reduced by even a small percentage, this will increase the die-life ……

59

TECHNICAL SESSION
Thursday, November 1< Room 302A >8:30-10:00

Two-Stroke Engine (Part 3 of 3)
Chair : Yuh Motoyama (Yamaha Motor Co., Ltd.)
Co-Chair : Nagesh S. Mavinahally (Techtoronic Industries NA, Inc.)
20076533/2007-32-0033 (240402)

Analysis of Scavenging Flow in Cross-Scavenged Two-Stroke Engine
Soichi Ishihara, Kohei Nakashima (Meijo University) - Japan
Abstract: In a cross-scavenged two-stroke engine, a piston with a deflector is often utilized to flow the fresh charge
toward the cylinder head and away from the exhaust port. But flow-visualization studies have shown that the fresh
charge flows toward the cylinder head even without the deflector. To find why the fresh charge flows toward thecylinder head, we used Fluent, a general purpose computational fluid dynamics (CFD) software, to simulate twoand three-dimensional flows in a cross-scavenged two-stroke engine. While the fresh charge entered from thescavenging port into the cylinder and flowed across the cylinder, we investigated the instantaneous fresh charge
flow, velocity, and pressure distribution in the cylinder. Results indicated that the fresh charge was forced toward
the cylinder head by the “variable pilot vortex,” that is the vortex formed above the fresh charge flow, and by the“variable deflect pressure,” that is the higher pressure field formed……
20076524/2007-32-0024 (238451)

LPG Direct Injection: An Alternative Fuel Solution to the Two-Stroke Emissions Problem
Horizon Walker Gitano-Briggs, Yew Heng Teoh, Chang Yew Sew (University Science Malaysia) - Malaysia
Abstract: Despite high fuel consumption and poor emissions two-stroke engines are a popular power source indeveloping countries due to their high power to weight ratio and low cost. To meet more rigid emissions
requirements some manufacturers have switched from carburetion to Direct fuel Injection (DI). DI greatly reduces
the emissions while simultaneously improving fuel economy. An alternative to this is the direct injection of agaseous fuel such as Compressed Natural Gas (CNG) or Liquid Petroleum Gas (LPG), both of which may cost lessthan the equivalent amount of gasoline. A gaseous fuel DI system may also cost less than an air-assisted gasoline
DI system as the gaseous system does not require a fuel pump, air pump or liquid fuel injector. In this paper wecompare gasoline and premixed LPG as an alternative fuel for retrofit application to a 110cc two-stroke motorcycle.
Engine performance, emissions and fuel consumption are measured……
20076531/2007-32-0031 (240116)

Effect of Fuel injection Rate on the Performance of a 2-Stroke CNG Spark-Ignition Engine with
Scavenging-Port Injection
Hiroshi Nakamura (Gunma University), Takenori Fukushima (Mitsuba Co., Ltd.), Hideo Kishimoto (Yamato
Motor Co., Ltd.), Mikiya Araki, Seiichi Shiga, Hisao Nakamura, Tomio Obokata (Gunma University) - Japan
Abstract: The most serious problem in a 2-stroke spark-ignition engine is poor trapping of fresh charge. To solve
this problem, a scavenging-port injection was applied, and a fuel injection pipe (FIP) was installed at the injector
tip. In a previous study, it was shown that the BSFC and emission characteristics were drastically improved. In thepresent study, effect of increase in the fuel injection rate was investigated. It is shown that the BSFC and the THC
emissions improved at high engine speeds, while they slightly deteriorate at low engine speeds. The increase in thefuel injection rate is effective particularly at high engine speeds, where the scavenging duration becomes shorter.

60

TECHNICAL SESSION
Thursday, November 1< Room 302A >10:30-12:00

Collegiate Events (Part 3 of 3)
Chair : Mikio Kato (Honda R&D Co., Ltd.)
Co-Chair : Jay S. Meldrum (Michigan Technological University)
20076613/2007-32-0113 (237926)

A Study on Intake and Exhaust System of Turbocharged Engine under the Regulations of Formula SAE
Syuhei Yamamoto, Shinya Matsumoto, Takeshi Ueda, Tomoaki Kodama, Yasuhiro Honda, Katsuhiko
Wakabayashi (Kokushikan University) – Japan
Abstract: Formula SAE is one of the competitions of the manufacturing education for students, which is held by
SAE. The competition consists of the static events and the dynamic events. The static events have threecompetitions of presentation, cost and design, and the dynamic events are acceleration, skid pad, autocross andendurance with fuel consumption. To get the higher rank in this competition, we must win the dynamic events withthe high allotment points. For the purpose of the winning, we should have some advantages more than the otheruniversities. We aimed at raising engine power and drivability. There are some ways to get engine power up suchas the combustion improvement, the change of the cam profile and supercharging. We tried to install a commercial
turbocharger to a normal aspirated multi-cylinder engine for Formula SAE under the SAE regulations. As thethrottle and air restrictor must be located at upper streamside of the intake system, the piping from the exhaust
manifold to the turbocharger is designed in order not to flow fuel into the turbocharger. Furthermore, weredesigned the intake air collector and the air restrictor in consideration of installation of the turbo charger to thestandard engine. We considered sufficiently the results of the simulations using VES (Virtual Engine Simulation)
and CFD (Computational Fluid Dynamics) simulation methods and verified them by the results of the experiments.
As a result, we succeeded getting the higher engine performance by turbo charging than the normal engine, and theturbocharged engine can perform the higher and flat torque in the lower engine speed range, 5000r/min to
8000r/min. We made a Formula SAE vehicle that everyone can drive fast.
20076614/2007-32-0114 (233142)

Development of Snowmobile Technology for Operation on High-Blend Ethanol
Gregory W Davis, Jason Sanger, Brian Schickel (Kettering University) - U.S.A.
Abstract: Kettering University has developed a cleaner and quieter snowmobile using technologies and innovative
methods which can be applied in the real world with a minimal increase in cost. Specifically, a commerciallyavailable snowmobile using a two cylinder, four-stroke engine has been modified to run on high-blend ethanol(E-85) fuel. Further, a new exhaust system which features customized catalytic converters and mufflers tominimize engine noise and exhaust emissions has developed. A number of additional improvements have been
made to the track to reduce friction and diminish noise. This paper provides details of the snowmobile development
the results of these efforts on performance and emissions. Specifically, the Kettering University snowmobile
achieved reductions of approximately 72% in CO, and 98% in HC+NOx when compared with the 2012 standard.
Further, the snowmobile achieved a drive by noise level of 73 dbA while operating on hard packed snow.
20076622/2007-32-0122 (240405)

The Development of Small Formula-Style Racing Car in Osaka university Formula RAcing Club
Junichi Fukui, Ryota Takahashi, Shingo Sasaki, Jun Aono, Shinichi Okunishi, Hajime Takeshita, Tatsuya
Keida, Go Inoue, Kenji Yoshida, Fumiteru Akamatsu (Osaka University) – Japan
Abstract: A fuel supply system and characteristics of CVT (Continuously Variable Transmission) were changed toget better dynamic performance of an engine and axle output, respectively. A fuel supply system were changed
from carburetor to fuel injection to improve an engine power. Engine power and torque with fuel injection systemwere higher than that with carburetor system by approximately 19% and 21%, respectively. In the powertransmission system, the effect of spring constant of pressure spring and weight of flyweight on engagement speed
and shift speed were investigated to improve an acceleration performance. Engagement speed and shift speed werehigher as spring constant of pressure spring increases and weight of flyweight decreases, respectively.

61

TECHNICAL SESSION
Thursday, November 1< Room 302B >8:30-10:00

Vehicle Dynamics & Safety (Part 2 of 3)
Chair : Taro Sekine (Nihon University)
Co-Chair : Jeff J. White (Southwest Research Institute)20076606/2007-32-0106 (236991)

Basic Research for Motorcycle Crashworthiness and a New Airbag System
Motoaki Deguchi, Shoji Kanbe, Yousei Hannya (Yamaha Motor Co., Ltd.) - Japan
Abstract: The computer simulation on motorcycle crashworthiness has been introduced to develop and evaluate a
new airbag system for motorcycle. We chose MADYMO (multi-body dynamics) and PAM-SAFE (finite element
method) for the basic simulation software. In addition to using these computer simulation tools, several full-scale
tests were performed. This new airbag system has some features that are newly developed for motorcycle. Thissystem has been shown to be promising by some simulations and tests. However there are still many technicalissues to be investigated and solved in order to put the system to practical use. One of the most important issues is
to investigate the effectiveness of the system in various collision configurations. (ISO13232, which stipulates
research evaluation methods for motorcycle rider protective devices, requires 200 configurations of collision
simulation for evaluating risk/benefit factors.)
20076609/2007-32-0109 (239624)

Vehicle Handling Comparison of Motorcycles and Bebek Vehicles
Venkata Mangaraju Karanam, Shivalik Ghosh, Anand Rb, Babu R, Venkatesan R (TVS Motor Company) India
Abstract: Bebek is a category of step thru vehicles used predominantly in the South East Asian market. Bebek
vehicle feels light in handling (more responsive) compared to the motorcycles but cannot afford to have stability
problem even at 100 kmph. By virtue of certain design aspects, these Bebeks seem to have reduced level oftrade-off between low speed responsiveness and high-speed stability, in contrast to the motorcycles. In an attemptof explore the reasons for this difference, a detailed and comprehensive comparative handling study of both Bebek
and motorcycles is presented in this paper. The comparison of geometrical and Structural flexibility study is done.
A multi body dynamic model is built for both configurations with thirteen kinematic degrees of freedom. The
models are validated with experimental results and used to study the handling behaviour of both the vehicles. The
key parameters that made Bebek vehicle handling different from motorcycle are identified through simulation onvarious tracks. These key parameters can be used to do parametric study to optimize vehicle handling upfront
during product development.
20076608/2007-32-0108 (239292)

Enhancement of Motorcycle Seat Comfort Using 3D Mesh Cushion of Thermoplastic
Elastomer
Mitsue Koyano, Tsutomu Takeuchi, Takeshi Ohara, Motoharu Yokoi (Honda R&D Co., Ltd. Motorcycle R&D
Center) - Japan
Abstract: To reduce pain in buttocks while sitting on and riding a motorcycle over a long period, a 3D mesh cushionof thermoplastic elastomer (hereinafter referred to as “3D mesh cushion”) was used to develop a double layeredseat cushion that would correspond to a cushioning action (the motion of the seat cushion, in response to impact
from the road) and that would exhibit superior performance over time (deterioration of seat cushion). In addition,
to clarify the differences in performance between the 3D mesh cushion and a conventional polyurethane foamcushion (hereinafter referred to as “foam cushion”), a ride comfort testing machine was fabricated to reproduce
riding conditions, and evaluation methods were established for sensing the cushioning action of the seat in the low
frequency range during comfort evaluation testing and for assessing seat cushion deterioration. The 3D meshcushion and the foam cushion were compared using above-mentioned evaluation method. As a result, it wasclarified that the cushioning action and the cushion deterioration of the 3D mesh cushion were improved, and the
3D mesh cushion effectively reduced pain in buttocks.

62

TECHNICAL SESSION
Thursday, November 1< Room 302B >10:30-11:30

Vehicle Dynamics & Safety (Part 3 of 3)
Chair : Akira Hasegawa (Yamaha Motor Co., Ltd.)
Co-Chair : Nagesh S. Mavinahally (Techtoronic Industries NA, Inc.)
20076610/2007-32-0110 (239672)

An Innovative Measurement System for Measuring Dynamic Wheel Forces and Moments of a
Two-Wheeler
Karthikeyan Srinivasan, Rakesh Mk, Babu R (TVS Motor Company), H B Pacejka (Delft University ofTechnology) - India
Abstract: Tyres are the primary contact between the vehicle and the road. It serves as the medium of communication
between the road and the rider, which it does in terms of road loads and displacements. Therefore, measurement ofdynamic wheel forces experienced by a two-wheeler is crucial for tuning the ride and handling characteristics ofthe vehicle. Currently, there are standard wheel force transducers available in the market, which are extensively
used in cars. However, mass of such a system is relatively high to be used on two-wheelers. Special wheels andadaptors increase the unsprung mass considerably, which changes the dynamics of the vehicle. Moreover, cost ofsuch systems is exorbitantly high to be used for two-wheelers. This paper describes the development of an
innovative and a highly versatile and low-cost alternative method for real-time measurement of dynamic wheelloads and moments of a two-wheeler when compared with the currently available systems in the market. The
measurement system has a relatively simple architecture, which comprises of standard tri-axial load transducers
fitted between the front fork and wheel assembly of the motorcycle. The simple architecture of the system makes ithighly cost effective when compared to systems available in the market. The transducers were integrated with astandard data acquisition system to measure wheel forces and moments on a vehicle operating at different roadconditions and the findings are presented. Possible future applications of the system have been identified andpresented.
20076623/2007-32-0123 (239904)

Optimal Motorcycle Configuration with Performance Limitations
Moriyuki Sakamoto, Sadao Kubo, Tetsuya Kubota, Tadashi Inukai, (Kawasaki Heavy Industries, Ltd.)
Eiichi Yagi (Wakayama University) – Japan
Abstract: Motorcycle configurations, such as CG (center of gravity) location, have come to be fixed to the current
ones by trial and error since motorcycle was born. Generally motorcycles' ratio of CG height to wheelbase isrelatively higher than four-wheel cars'. We have analyzed the optimal motorcycle CG location with relatively
simple formulas, which we have derived to calculate the maximum acceleration with three performance limitations
and calculate the maximum speed and the shortest time to run through a course. The results show that thecalculated speed is significantly close to actual sport motorcycle's and that the optimal CG locations for various
courses are bounded in a certain limited area which is near actual sport motorcycle's.

63Welcome to Niigata, Toki Messe
INTRODUCTION TO NIIGATA
Niigata has a long history as a port and is distinguished for being thesite of one of only five international ports opened in 1868 when
Japan resumed contact with other countries after nearly 250 years ofself-imposed isolation. Since that time, Niigata has been developed
into one of Japan's most important modern international ports.
Geographically, the city is characterized by rivers and the Sea. The
Shinano and Agano, two of the largest rivers in Japan, run throughthe heart of Niigata before emptying into the Japan Sea.

TASTES OF NIIGATA
When Niigata is mentioned, many people often think immediately of the area's delicious rice and sake or the city's beautiful sunsets. Niigata offers many tastes enhancedby the richness of each of the four seasons. Please come and enjoy the feast that
Niigata has to offer.
Niigata’s abundance of pure water is the reason why our food is so delicious.
With a variety of products of the sea, bounty from the land and sake from local breweries delights await you at any time of the year.

TRAVELING TO NIIGATA
From Narita International Airport, the journey to Niigata by Narita Express and the Joetsu Shinkansen takes about
3hours (transfer at Tokyo station).
From Tokyo: Railway : Joetsu Shinkansen Line / Tokyo − Niigata <2h>

From Nagoya : Railway : Tokaido Shinkansen Line / Nagoya − Tokyo(transfer) − Niigata <3h40min>
Air route : Nagoya (Centrair) − Niigata <1h>
From Osaka: Railway : Tokaido Shinkansen Line / Osaka (Shin-Osaka) − Tokyo(transfer) − Niigata <5h>
Air route: Osaka (Itami) − Niigata <1h5min>Direct Flights to Niigata : There are some direct flights from foreign cities such as Shanghai, Harbin and Seoul.

35

Travel Information
ACCESS TO TOKI MESSE

Niigata Station
Niigata Airport

Bus / 25min.

On foot / 20min.
Bus / 10min.
Taxi / 5min.

Toki Messe

Taxi / 20min.
Get on the bus route # 6 for Sado Kisen and get off at Toki Messe
No direct bus link from Niigata Airport to Toki Messe

USEFUL INFORMATION
For more information access to the below WEB sites.
TOKI MESSE − Niigata Convention Center

http://www.tokimesse.com/english/

NIIGATA CITY TOURIST INFROMATION

http://www.city.niigata.niigata.jp/e_page/tourist/index.html

NIIGATA PREFECTURE GOVERNMENT

http://www.pref.niigata.jp/seisaku/kokusai/english/index.html

EAST JAPAN RAILWAY COMPANY

http://www.jreast.co.jp/e/index.html

JAPAN AIR LINES

http://www.jal.co.jp/en/

ALL NIPPON AIRWAYS

http://www.ana.co.jp/eng/index.html

PASSPORTS AND VISAS
Whether or not a visa is necessary in order to enter Japan varies by nationality. For details, please refer to the "Guide to
Japanese Visas.

Section II, "Exemption of Visas." For particular details, please contact your nearest Japanese diplomat-

ic mission directly. As the visa application may take some months, you are advised to contact well in advance of yourdeparture.

http://www.mofa.go.jp/j_info/visit/visa/

CLIMATE AND WEATHER
Autumn is one of the most pleasant seasons in Japan. The weather during the conference period, from late October to
C and you may have some drizzles occasionally. It is recommended to bring a jacket or lightNovember, is 10 to 15°

weight coat for going out in the evening and rain gear is useful for rainy days.
36

Travel Information
SHOPPING
A variety of shopping opportunities can be found in Niigata. Traditional arts and crafts, such as metal tableware in Tsubame city and lacquer ware in Niigata are famous as local traditional crafts. Sasadango dumpling and various rice biscuitare also favorable for tourists. First-rate department stores are located in the city center, Furumachi area. Sales prices
generally include a 5% sales tax.

TIPPING
Tipping is not customary in Japan. Instead, a 10 to 15% service charge is added to the bill at hotels and some restaurants.

CURRENCY EXCHANGE
Purchases and common transactions except airline are ordinarily paid with cash of Japanese yen. Large hotels, restaurants and stores honor major credit cards such as VISA, Master Card, American Express, Diners Club and JCB. You may
exchange currency and traveler’s checks at the airport, main bank branches and large hotels. Exchange of major currencies is available at most banks, airports and large hotels.

MEDICAL CARE
In the event of an emergency, dial 110 for the police and 119 for the fire department or an ambulance. These calls arefree of charge.

ELECTRICITY
Although 100V is the commercial power supply throughout Japan, regional differences exist in frequency (in Niigata it is50Hz). Also, only

A-typepower plug can be used. Please bring your own converters and adaptors if necessary.

TOKYO MOTOR SHOWThe 40th Tokyo Motor Show will be held from October 26 to November 11, 2007.
http://www.tokyo-motorshow.com/eng/index.html

37

Conference Registration
Registration Fee

Presenting Author, Session Chair
SAE/JSAE Member
Non Member
Accompanying Person
Student* (Including Student Presenting Author)
Media

Advanced Registration
By Friday, September 14¥50,000¥55,000¥60,000¥5,000¥2,000Free

On-site Registration
After Saturday, September 15¥60,000¥65,000¥70,000¥5,000¥2,000Free* All who will register as Student must send a photocopy of his/her student’s ID to the Secretariat in advanceand show the original at the conference.

On-site registration hours
Monday, October 29
Tuesday, October 30
Wednesday, October 31
Thursday, November 1

8:00 − 17:00
8:00 − 17:00
8:00 − 17:00
8:00 − 12:00

What does registration fee cover？
1
2
3
4
5
6

Participant
○
○
○
○
○
○

Admission to the Opening and Closing Ceremonies
Admission to keynote Speeches and Plenary Sessions
Admission to Technical Sessions
Admission to the Exhibition
Proceedings CD
Welcome Reception and Lunch

Additional Events

Student
○
○
○
○
○
○

Accompanying person
○
○
−
○
−
○

Tickets for these events are not included in the price of registration.
The advanced registration is required for participants.

Banquet: Wednesday, October 31, 19:00 Continental Room at 4 th floor of Hotel Okura
Cost: ¥5,000Register early to take advantage of this opportunity to meet and mingle with the small engine professionals fromall over the world.
Technical Visits : Monday, October 29
Lunch is included to One day course, is not included to Half day course.
One day course ¥4,000Lunch menu is Japanese Sea Food basis. If you require special meals for religious
Half day course ¥2,000or health reasons, advanced reservation is necessary.
A copy of your passport is required to apply travel insurance. (except domestic)
Details will be forwarded later.
Please contact SETC2007 Registration Secretariat for:●Registration for the conference●Banquet●Technical Visits●Hotel Reservation●Visa Supporting Documents●All the matters about the conference
SETC2007 Registration Secretariat
JTB Kanto Corp., Niigata Office6-976, Furumachi-dori, Chuo-ku, Niigata 951-8063, Japan
E-mail:niigata̲ec@jtb.jp
Office hours: 9:30-17:30(weekdays only)
38

Payment
Advanced registration begins on Friday, June 1 and ends on Friday, September 14.
Please pay for the total sum of the registration, the banquet and the technical visits, in either way below.
You need to take the procedure for payment after you finish your enrty with the online system.

VISA / Master / AMEX / JCB / UC / CF / Diners are acceptable.
Credit Card

Clearly fill in the card number and expiration date.
http://www.JSAE.or.jp/setc2007/

Bank Transfer

Please check the transfer account accessing the URL below.
http://www.JSAE.or.jp/setc2007/* Note that personal/company check is NOT acceptable.

Cancellation Policy
Cancellation request on the registration, the banquet and the technical visit must be sent by e-mail to the Registration
Secretariat.

Cancellation charge
If the notification reaches the Secretariat.
Until September 14

50% of the fee

After September 15

100% of the fee

Registration Fee
Application Deadline.
Friday, September 14 is the application deadline of the advanced registration. Application will be processed upon
the full payment being confirmed.
Accompanying Person
Accompanying person should be the family member of the delegate.
Payment
Registration will be completed when we confirm the payment.

39

Hotel Information
Individuals are responsible for making their own hotel and travel arrangements.
The following hotels have been reserved for the convenience of 13th SMALL ENGINE TECHNOLOGYCONFERENCE participants.
＊The below rates are per person, per night, including breakfast and service charge and consumption tax.

Hotel Nikko Niigata
Rank:S
10min. from JR Niigata Stn by bus
connect with Toki Messe
Room TypeMaximum Occupancy

Rate

Single1￥11,000

Twin

2￥10,000(using 2 persons)Hotel Nikko Niigata is the hotel to be situated at the Niigata Convention Center. Hotel Nikko Niigata aims to be a
hotel suited to be a center for exchange in the Japan Sea area．The guest rooms are skillfully designed to be stateof-the-art. At the restaurants you can enjoy the beautiful views of the Shinano River.
5-1,Bandaijima, Chuo-ku, Niigata-shi, Niigata950-0078, Japan
Tel:+81-25-240-1888
Fax:+81-25-240-1880
http://wwd.jalhotels.co.jp/english/detail/outline.php3?basicno=68

Hotel Okura Niigata
Rank:A
5min. from JR Niigata Stn by bus
5min. from Toki Messe by car
Room TypeMaximum Occupancy

Rate

Single1￥9,500Twin

2￥8,500(using 2 persons)Hotel Okura Niigata is situated in an ideal position, facing the Shinano River, right in the very heart of Niigata
City.
With its comfortable accommodations, outstanding services and excellent cuisine, it promises to make your visit
in the area a truly memorable one.
53,Kawabata-cho 6-chome, Chuo-ku, Niigata-shi, Niigata 951-8053, Japan
Tel:+81-25-224-6111
Fax:+81-25-224-7060
http://www.okura-niigata.com/eng/index.html

40Bandai Silver Hotel
Rank:B
7min. walk from JR Niigata Stn
5min.from Toki Messe by bus
Room TypeMaximum Occupancy

Rate

Single1￥8,000Twin

2￥7,000(using 2 persons)Bandai Silver Hotel is Located in the heart of business district and within easy walking distance of shopping malls
and restaurants. It is a convenient stopover when touring the rustic Japan Sea coast.
It is only a 7-minute walk from Niigata Station and a 20-minute drive from Niigata Airport by car.
3-30, Bandai 1-chome, Chuo-ku, Niigata-shi,Niigata950-8533,Japan
Tel:+81-25-243-3711
Fax:+81-25-243-3720
http://www.silverhotel.co.jp/ (Japanese only)

Hotel Sunroute Niigata
Rank:B
3min. walk from JR Niigata Stn
10min.from Toki Messe by bus
Room TypeMaximum Occupancy

Rate

Single1￥8,000￥7,000(using 2 persons)
Only 3minutes walk from Niigata Station. Free internet access is available in all rooms, using LAN connections,for your computer. We dearly located for both business and pleasure.
Tel:+81-25-246-6161
Fax:+81-25-246-6160
1-11-25 Higashi-Odori, Chuo-ku, Niigata-shi, Niigata 950-0087,Japan
http://www.sunroutehotel.jp/niigata/ (English page could be found from top page)Twin

2

Star Hotel Niigata
Rank:C
10min.walk from JR Niigata Stn
10min.walk from Toki Messe
Room TypeMaximum Occupancy

Rate

Single1￥6,300Twin

2￥6,000(using 2 persons)Star Hotel Niigata is located very near to Bandai Bridge, a symbol of Niigata. You can see the Shinano Riverflowing into the Japan Sea from your room. It is very comfortable to stroll in the bank of the Shinano River inmorning. And our hotel is very convenient for sightseeing and business. We are very happy to help your stay in
Niigata.
3-3-1 Bandai, Chuo-ku, Niigata-shi, Niigata 950-0088,Japan
Tel:+81-25-241-3730
Fax:+81-25-243-9440
http://www.starhotel.co.jp/city/niigata/en/index.html
41

Floor Guide
Hotel Nikko Niigata / Toki Messe

Floor Guide
Toki Messe

3F

Niigata Convention Center

２・３ Ｆ

Room
303

Room
304

Room
305

Room
306

Room
307

Technical Session

Room
301B
Technical Session

Room
301A
Technical Session

Room
302B
Technical Session

Room
302A

2F
EsplanadeEscalator
Escalator

Registration Area

AtriumEV

Exhibitions
Smoking room

Hotel Nikko Niigata

Exhibitions

Coffee BreakRestroom(F)Restroom(M)Technical Session

Room
201B
Technical Session

Room
201A

VIPRoom

Room202

PCPreview Secretariat

Room
203

Room
204

Main Hall

Lunch Room

Snow HallB

Snow HallA

Niigata City Map

Sh
in

an
o

Riv

er

Japan Sea

a Air
port

Niigata Airport

MasNiigata City Office
Hakusan Shrineaya-Toki Messe

Hotel Nikko NiigatakoRyuto-Ohashi Bridgeji

Hotel Okura Niigata
Hakusan Park
Ryutopia

Bandai Bridge
Star Hotel Niigata
Yachiyo Bridge

Showa-Ohashi Bridge

Pedestrian access from Niigata Station

Bandai Silver Hotel

Niigata Isetan
Department Store

Kurinoki Bypass

Higashi-Odori

Central Post Office
Bus routes from Niigata Station
Akashi-doriNiigata Higashi
Police Station

Echigo Line
Joetsu Shinkansen

Bus Terminal

Hotel Sunroute Niigata
JR Niigata Station

Keyaki-doriSasaide Line

Sakuragi Interchange

Benten Interchange
Niigata Bypass

Hokuriku Expressway
Niigata Nishi Interchange

Shichikuyama Interchange

mN
s fro
oute

Naka Post OfficeNiigata City History Museum
Sado Kisen

Bus r

Fu

NEXT21

ru

Ni

iigat

sh
ib

or
i-d
or
m
i
ac
Hi
ga
hido
sh
ib
ri
Ho
or
nc
i-d
ho
or
Ka
i
-d
m
or
ioK
i
aw
am
ae
-d
or
i

Niigata City Art Museum

Currecy Exchange Information at Niigata City

Bank of TokyoMitsubishi UFJ

Hokuetsu Bank

Toki Messe

Daishi Bank

Hotel Nikko Niigata

Hotel Okura Niigata

Bandai Silver Hotel

Daishi Bank
Hokuetsu Bank
Hotel Sunroute Niigata

Sumitomo Mitsui Bank

JR Niigata Station

The Daishi
Bank, Ltd.

Hokuetsu
Bank, Ltd.

Bank ofTokyoMitsubishi
UFJ

Sumitomo
Mitsui
Banking
Corporation

Hotel Nikko
Niigata

Okura
Niigata

BandaiSilver Hotel

○

○

○

○

USA

$

○

○

○

Canada$○○○Australia

$

○

○

○

New Zea-land

$

○

○

○

Hong Kong

$

○

○

○

Taiwan$○○○Singapore

$

○

○

○

EU

Euro

○

○

○

UK

Pound

○

○

○

Swiss

Franc

○

○

○

Sweden

Krone

○

○

○

Denmark

Krone

○

○

○

Norway

Krone

○

○

○

Thai

Barts

○

○

○

Korea

Won

○

○

China

Yuan

△※

○

Indonesia

Rupiah○○※Yuan could be exchanged only at Niigata Airport branch. (Max.:20,000 Yuan, 10 Yuan note or higher needed)
Caution !! Any other currencies could not be exchanged at Niigata. Please exchange at your country beforehandor at big airports in Japan. (Narita, Nagoya, Osaka and so on)
The windows of the above banks are open from 9:00 to 15:00 except Saturday and Sunday.