It's possible, but due to company circumstances, there are quite a few security-related issues. Actually, typically, we give a presentation first, then undergo a security review. At the moment, I am sharing only the materials that are currently available. Please understand and bear with us. So, are you saying that you will share the available materials? Or is it that students are requesting materials and if it's difficult, it's okay? We announced earlier that there are no materials available. So, please pay attention and don't miss anything. Please review them carefully. Please don't do unnecessary things, and therefore, Manager, our class is 50 minutes long. So, please adjust it to around 40 minutes and also, students have quite a lot of questions. If you could address questions related to the content.

I need to finish within 10 minutes because I have another class right after at 7 o'clock. So, students, if you could pay attention to the time, I would appreciate it. Okay, then let's get started. Today's topic is about the application of virtual product development technology in the development of carbon-neutral engines. I work in the engine machinery division at Hyundai Heavy Industries, and under that, there is an engine research institute. I am the head of the virtual product development research at the engine research institute, and my name is Choi Jiwon. First of all, I was supposed to share my profile, but I couldn't do that, so let me briefly introduce myself and then we can start. Actually, I didn't major in engines; I focused on this field, especially in this area. So, I got my degree in this field, and somehow...

Now, I have come into the engine area, and mainly, I have been doing a lot of work in the steel and shipyard areas. In the steel sector, especially in the shipbuilding sector, I have been involved in thick plate technology going into the shipbuilding sector, or when it comes to shipyards, I have done a lot of welding and deformation work in the ship side. Recently, since 2015, I have moved to the engine side, and up to now, I have been particularly evaluating durability, such as fatigue strength parts, yield strength in engines, engine vibration, and then evaluating in terms of drive unit lubrication, and so on. Interestingly, I am also working on nuclear power. The reason for working in nuclear power is that in the case of engines in nuclear power plants, when events like earthquakes occur, and the nuclear power plant shuts down, the emergency generator starts running in that area.

Now our engine is being installed, so in atomic power plants, it's not just a matter of simply supplying engines in emergencies. The engine needs to be fully verified to withstand earthquakes before it can be supplied. Therefore, we are conducting research in the field of engines, and in the shipbuilding industry, the characteristics are such that almost all aspects related to mechanical engineering can be somewhat experienced. If you consider the advantages and specialties, there are some. In 2015, I moved to the engine research institute as a responsible director, and then in 2019, I obtained the qualification of a technical manager for seismic performance evaluation at the Korea Atomic Energy Safety Foundation. Therefore, we are conducting engine durability and performance verification independently. Since 2019, we have been conducting overseas verifications that were previously carried out.

I received some advanced knowledge and also provided high-level knowledge. In addition, I have been leading a research team in our current laboratory since 22 years ago, and I have been in charge of the research institute since last year. In addition, you can see the Virtual Product Development Research Group under the Korean Society of Mechanical Engineering. I am also involved in industrial activities as a director there. First of all, I will briefly introduce the table of contents, then introduce what we do, then introduce our research institute, and then we need to introduce recent trends. Recently, for example, in terms of AI, we have been focusing on areas such as AI engines. There is a significant trend in the marine sector, which is closely related to environmental issues. As climate change and global warming occur, there is a focus on preventing such issues, and our product development is actively taking place in that direction.

I will introduce such issues, and then I will introduce how to gain competitiveness through technological development in that area. I will wrap up. First, in the engine and machinery business sector, now, if we look at the products a bit, we see many automobile engines, but actually, marine engines are not easy to see. Marine engines are broadly divided into two types: large engines with propellers at the back that drive ships, and what is called two-stroke engines. Large engines are our main products in the engine business department. Unfortunately, we do not have the design technology for large engines. The design technology is obtained from advanced overseas companies, and we only handle production. However, in terms of production,

I will show you, but our global production capacity is the best in the world. Now, we are saying that, and in addition, we need a power source for the engine to drive the propeller. However, inside the engine, don't we need to use electricity? Like, when it gets dark, we need to turn on lights and cook dinner, so we need a generator. There is a separate engine for power generation, always together with the propulsion engine. As for the power generation engine, we have our own design technology. You may have heard of our strong engine under the brand name. We hold the top position in the global market share, so we have our own design brand. The content I mentioned today is mainly related to the development of strong engines.

I will tell you, in addition, the engines now, this was just mentioned as a marine engine, so do we have to use it only on ships? There are also land-based power generation units. For example, there are emergency generators in nuclear power plants, but they are also used in areas where it is difficult to supply electricity, such as mountainous regions. They run engines to generate power. Now, they are also used for land-based power generation. Recently, in the past, when diesel engines were used, there were not many problems. However, due to issues like climate change caused by global warming, environmental devices are now attached to the back of engines to treat exhaust gases, and we are focusing on such devices as our main products. Our business unit alone generates sales of about 3 to 4 trillion won.

If you look at it, the total revenue of Hyundai Heavy Industries is about 10 trillion won. So, you can think of it as a business about 30% of the size of Hyundai Heavy Industries. Therefore, as I mentioned earlier, in March last year, we, well, we usually talk about Desrods, but now, we can represent large engines by horsepower, about 200 million. Last year, we accumulated production and held a run event last year. In addition, as I mentioned earlier, the cycle engine, which is a propulsion engine, is usually a cycle engine, and a power generation engine is a cycle engine, and a power generation engine has a market share of 1%. So, now, powerful engines, in the same way, we think that the cumulative production volume in 2024 will be about 15,000 units, and this year, so now, powerful.

We are also planning to promote a production commemorative event for the large engines just like the large engines. When you see this, you might wonder, Are 15,000 units a lot now? You may not feel it, but typically, when you look at automobile engines, the price per unit is around several tens of millions of Korean won. So, for engines, the unit price is around tens of millions of won. Therefore, the price per unit is very high due to the high unit price, even if the quantity is small. If you think about it that way, it's not a small quantity. In fact, when you look at it in Korea, there are hardly any products that are globally leading with independent design, production, and manufacturing. In fact, there are not many when you look at it. Representative strong engines are a typical example.

You can consider this as one of those products. However, this is not sold to end consumers like cell phones, but to companies. So, regular people may not be familiar with it. In fact, you can consider this as one of the most representative products in South Korea. We have been developing this from small engines since 2001, so we started with small engines and gradually moved on to larger engines. Therefore, although we started in 2001, over about 20 years, we have been developing engines, and recently, if you see here, there is a powerful engine labeled as 2, and one labeled as h 1, so you can think that the one with powerful in front is a powerful one and the one with size at the back is a protective size.

The most representative size of the engine now is about 54cm for that piston. Just now, we have produced the output of the propulsion engine. So, starting in 2001 until 2019, we have built up the diesel engine lineup. Therefore, if you look at it, we have established the output required by shipbuilders in the shipbuilding industry. So, small ships, for example, need small outputs, so shipowners will request small engines, and then we will produce and deliver them. For large engines, such as those for big ships, they require high power, so we provide and deliver large engines. Briefly, the engine market is currently a bit complicated, but mainly focused on future technology research. This is the direction of Korean shipbuilding, which is a subsidiary of the Hyundai Group. Therefore, most of the research is focused on future technology research.

I am currently affiliated with the headquarters of the business, and there is a separate ship and marine research institute under the business headquarters. Then, there is a research laboratory focusing on naval weapons systems and research. Among the three engine research institutes, I am affiliated with one of them. Today, I heard that all undergraduate students are actually eligible to enter the research institute, but in reality, only those with a master's degree or higher can be employed. It may not be very suitable to introduce the research institute, but I would like to mention that in 2023, we established a new integrated R&D center in Pangyo. We built a very large building, and here, besides the research institute, there are also design capabilities and other departments from different companies.

Affiliated companies, such as Electric, are currently heavily involved in construction equipment and machinery business in this area. Therefore, there is a permanent center here, and then two centers are operated in the Ulsan area. Primarily, due to the nature of the work, product performance and condition diagnosis can be done from places other than the actual site, focusing on research on the control side. Since there are engine products in Ulsan, work related to product performance and reliability is conducted there. Also, they work reflecting their desired work location as much as possible. The Engine Research Institute has several research divisions, including Green Power System Research Lab, Virtual Product Development Research Lab, and Hydrogen Energy Intelligent Control. Currently, the system...

You could consider those who majored in engines as professionals. So, they mainly research engine efficiency, especially in relation to fuel eco-friendliness. Recently, due to the eco-friendly nature of fuels, there has been a significant change from diesel fuel to a lot of methanol, ammonia, and hydrogen. When these fuels change, there is research on optimizing engine performance. In the virtual product development laboratory where I am affiliated, there are actually very few experts in engine studies. Most of them have been evaluating fatigue strength or vibration in the Philo Lab. Even if the efficiency is good, if the engine is damaged or if the vibration is severe, the engine is practically considered a failure as a product. Therefore, research is conducted on component damage or low-vibration design. In addition, here, the drive...

In Bue, actually, a lot of oil is supplied, so many bearing technologies are involved. Bearing technology is also very important. If lubrication doesn't work well, the parts can stick together, leading to significant damage. That's why we are focusing on lubrication and tribology. Recently, we have been looking into 3D printing as well. We are exploring the development of engine parts using 3D printing technology. The biggest challenge lies in the size. Since our parts are quite large as they are used in ships, size constraints are a significant limitation. Last year, we mainly focused on small parts like propellers and engine components. In addition, our engines mainly use hydrogen, so we are also working on hydrogen production technologies.

We are currently conducting research on developing such technologies, and recently, the importance of engines has become significant as they have transitioned from mechanical to digital. Many components are now being imported from advanced overseas companies such as Siemens, but we are also actively conducting research by developing domestically and incorporating our unique technologies. In terms of current trends, as mentioned earlier, the current trend is to reduce greenhouse gas emissions due to global warming. This is being globally emphasized, for example, by the International Maritime Organization (IMO), where if there is no mandatory enforcement according to voluntary compliance, there is a tendency not to follow, so regulations like carbon taxes are being imposed to ensure continued enforcement.

We are moving forward, and the goal is almost around 2050, so we need to prepare for that in advance. Typically, ships use engines for about 20 to 30 years, so if fines start from 2050, we actually need to start preparing from about 20 to 30 years ago. Therefore, now, in relation to that, engines are mainly carbon-neutral fuel engines to comply with regulations. So now, in terms of engines, it is somewhat of an opportunity. In the past, when removing diesel engines, there were no more technology development issues, so almost China and places like that were competing by reducing costs. It can be seen as an opportunity in new markets. Of course, compared to diesel fuel, combustion and such are quite challenging, especially in the case of ammonia, which is highly toxic, so there are some challenging aspects.

However, if you consider another aspect, there are regulations being tightened. Until recently, the focus was on low-carbon fuels, especially in terms of production and consumption processes, carbon emissions must be absolutely minimized throughout the entire cycle. If carbon emissions occur, fines will be imposed forcibly. Therefore, regulations are becoming increasingly stringent. That's why the research direction is shifting from LNG fuels to completely carbon-free fuels. Methanol fuels, for example, do emit some carbon, but they have already been developed. It's uncertain how far the market will go. As I mentioned earlier, due to the regulations aiming for complete carbon neutrality, our current focus is on developing completely carbon-free fuels such as ammonia fuel cells.

This is also a problem because simultaneous development is ongoing, so now, if you look at it, we are aiming to complete the development by 2022 and the product is being developed. China has already caught up with the technology, so we also need to develop rapidly. Our goal is to complete ammonia development this year, and then hydrogen development by 2025. However, what I want to mention here, although it will come up later, is that diesel engines have been developed over about 20 years, so there has been plenty of time. But now, looking at it, from diesel fuel, suddenly methanol, ammonia, and hydrogen have become three different types. The development period has become very short, which can be seen as a characteristic.

Yes, so the content I will talk about shortly in the back is how we need to develop various engines in a short period of time, the concerns, and solutions for that. That will be the main topic I will talk about today. So, if you look at the characteristics according to the types of internal combustion engines, we mainly deal with automobile engines. If you look at automobile engines, typically people use them for about 10 to 20 years after buying one, but in reality, we don't drive them for a long time. So, if you look at the total driving time, it's about 6,000 hours. Then, whether it's been driven or not, but for marine engines, especially in terms of power generation, electricity needs to be continuously generated. So, even when you are sleeping, the power needs to be supplied continuously, so it runs almost 24 hours.

Life increases dramatically to about 120,000 hours compared to cars. If you look at someone like Sujin, in fact, she keeps driving except when she parks. Because the propeller needs to keep turning, even during sleeping time. So, it requires a much longer lifespan of 180,000 hours than cars. It needs to be very sturdy. The characteristic is that while cars can have a slightly lower durability compared to ship engines, the advantage is that the quantity is huge. Cars usually require tens to hundreds of the same engine in their lineup, so they end up producing tens to hundreds of the same product. Therefore, they can directly check for quality issues by running them. However, the problem is that as they move from land to sea for propulsion.

It costs a lot to make one. It ranges from tens of billions to hundreds of billions, so as I mentioned earlier, we can't start like this. We can't even make a prototype. However, in the case of development, it is somewhat feasible, so rather than pushing forward, if you look at the representative cylinder, there are 6 cylinders in the engine, just like in a car engine, there are 4 cylinders, 6 cylinders, 8 cylinders, etc. Among them, we test only one representative cylinder as a development engine, and then based on the test results of that cylinder, we proceed directly to product development. Since the propulsion system is more expensive, in fact, we don't have the opportunity to pre-test it. Usually, when we receive an order, we go straight into production. So, even though we haven't made it once, how can we ensure the quality and avoid issues related to production deadlines? That's why.

As you can see, in the case of cars, it is necessary to conduct a lot of tests, so the emphasis is relatively more on the simulation side. In our case, since we can only do simulations, in reality, you can consider that we almost exclusively rely on simulations. Almost all decisions are made through simulations. Therefore, you can say that simulation technology has advanced significantly. This is the same point. So, if you look here, virtual product development that I talked about today is actually a more high-dimensional concept of simulation. It's about virtual product development, talking about VPD, virtual product development. So, instead of actually making the product, we make it virtually to test the quality.

Check the problems, design, and then proceed directly to production based on that. So, now this is somewhat similar to what I mentioned earlier. Now, cars are produced in various models. Compared to ship engines, if we make one engine for Genesis, for example, it can even be used in other types of cars. Furthermore, there are many shared components in Genesis and other productions. Therefore, in the automobile industry, it is actually a multi-model production system. Due to the nature of the industry, which is a custom production industry, the quantities are very diverse. The number of cylinders, as well as the fuel types, are diverse. There are various characteristics in terms of components and features. As I mentioned earlier, if I elaborate a bit more, these are engine blocks, engine components mainly. Engine components like engine liners, cylinder heads, main bearings, each of these components.

Now, we search for simulations for each part one by one. Next, we also verify simulations for the entire run engine, including vibrations and oscillations. In reality, we attach stress gauges for things like stress, and then we need to verify whether it will break or not. By conducting different verifications like attaching strain gauges or vibration sensors, we accumulate a lot of experience, reaching a level where the analysis aligns very well with actual phenomena. Therefore, as I mentioned earlier, we are now developing a 7-cylinder engine and the rest will go straight into mass production without separate simulation verification. That's how our products are currently being developed.

Development has been completed. So, as you can see, as I mentioned earlier, it took a total of about 20 years to establish the lineup, such as diesel engines. If you look at it in terms of one engine, it took about 6 years in the early stages. Although the engine development time was about 6 years, due to accumulated experience, it was shortened to about 3 years. After that, as the era of diesel engines passed and the era of LNG fuel came, with the era of gas LNG, the development of gas engines was reduced by about 2 years, or even 1 year more. As the demand increases, the development time is shortened accordingly. Then, the market demand changes rapidly, meaning that the market demand changes rapidly. However, now, in the case of carbon-neutral fuels, we developed the world's first methanol engine in the year 2022 for power generation engines. This marks the first time for other engines.

Now, you should see this as the world's first development, so in this case, we shortened it from 2 years to 1.5 years. It seems that it will continue to be shortened in the future. Next, as I mentioned earlier, the variety of fuels is increasing, and simultaneous development is required. It seems that there is a demand to further shorten it within about a year. So, you need to continue to reduce the time frame, carrying such a mission. If you look at the current product development process, currently, we do the conceptual design first, then set the design target. When we receive orders, we see how much we can produce over there and such things. We set the design target, then proceed with the conceptual design. Once the basic designs are decided, factors like the size are determined, and then the basic design is implemented.

Then, detailed design is included, and then, if you look at it now, we develop the initial engine. What this means is that we develop products and plan to sell them. From the perspective of the buyer, they cannot trust that the product will perform well. How can they trust that it will work well? That's why we must dedicate ourselves to this. What this means is that in each country, there used to be something called a cash deposit related to shipbuilding. Just making it without any standards is not enough. Each country has its own standards, and I need to make the product according to those standards. So, when I make a product, before selling it, I need to request visits from technicians from the purchasing country. When they visit our factory, we...

We run the engine and each country goes through verification to see if it meets the rules. Once it passes the verification, each country stamps their approval. By obtaining this approval, we gain the right to sell our products in that country. From the customer's perspective, they can trust the product because it has been verified by the superior institutions of each country. This is how people perceive things, and from then on, mass production of the product begins. Therefore, not only our engine but in fact, all products go through this process. Setting the design target, conceptual design, detailed design, and then mass production. So, we need to shorten the time for this process. In the past, at the beginning, everything was completely different.

We started developing it in 2001, back then, computing power was increasing, so even though it was costly, we had to do testing and development. We made something, tested it, made it stronger if it broke, amplified the sound if there was too much vibration, and so on. Initially, we did this, and with the advancement of computer simulation as computing power improved, and as our experience grew, recently, simulations have mostly replaced the testing. We are now mainly doing tests for verification purposes. However, it is challenging to keep up with the timing mentioned earlier in the market demand, so it is difficult to supply the product at the right time. Recently, simulations and the large engines we have developed have reached about 200 million horsepower.

Next, by producing 15,000 strong engines, we fuse all that data together, and um, instead of continuously conducting simulations, we are now performing research and development based on creating machine learning models or similar approaches to expedite the design process. So, if I may give an example and discuss a bit, ultimately, um, prominently now, for each design process, from design to production processes, representing the problem-solving load graph, if you look, um, from the concept design, detailed design, prototype production, testing evaluation, preparation for mass production, and mass production, these processes are gone through. What the graph represents is that if you don't focus much on the front end, the workload at the backend increases significantly. That's what it indicates.

If we can't catch the severe vibration of the product at the front end, a lot of costs may be incurred to control the vibration when the product development is already completed at the back end, and we may not even be able to control it. If we fail to control it, the product will be returned, and we will have to redesign it. So, by solving the problems as much as possible at the front end, if we reduce the burden at the back end, wouldn't the speed increase? We have such a strategy. This strategy itself is actually quite common, but it's not easy. It's not easy, but we are now trying to advance the simulation technology that we currently have and refine it further. Even though it may not be to that extent, we are putting a lot of effort into solving problems at the front end and trying to reduce the burden at the back end.

It's not ideal, not to the extent of reaching the sky, but to some extent, let's address the issues at hand and try to solve them from the back. The idea is, if we focus on catching the fire with a red cup, it might give us more time for the design phase. In our case, to be more specific, we are not aiming for grandiose things like big success, making elaborate plans and going through the entire design process with machine learning or AI. Although it's good to consider reducing these, in reality, such things are quite idealistic. After trying a few times, we have come to the conclusion that success is not easy. Therefore, here we mainly focus on small successes. Even if it's something simple, let's try to succeed once. When such things come together, it will lead to success on a larger scale.

Wouldn't it be a successful case? Yes, we mainly focus on small sessions, and so far, we have a few small success cases. Today, I will introduce some examples briefly. After discussing a few cases, we will be finished. In the past, we evaluated engines through simulations every time we created an engine. However, now that we have accumulated data from 15 engines, by combining simulation and data, we can extract a lot of data in advance through simulations. Then, by extracting a lot of data from the engines, there is no need to simulate every time. That was the concept, and that's how we did it with the engines.

Developing a model that predicts the core year would be a good example. Actually, it would be nice to have some visuals, but it's a bit difficult to express. Similarly, now we are not developing engines, but it will be similar. Since there are many accidents related to that year, and then there is a lot of accumulated data on those engines, we can create technology to predict based on that data and run a lot of simulations. Through this process, when we actually try to build the engine, there are different parts to interpret. We need to find the optimal point where the engine's efficiency comes out optimally through trial and error. The problem is that every time we run the engine, the fuel cost is quite high, almost tens of millions of won per day. So, now,

The more tests you conduct, the more costly it becomes. If we create a virtual engine model, we can find the optimal point without actually conducting tests. By testing only a few times around that point, we can find the optimal operating point without the need for actual testing. By doing so, we can save a significant amount of fuel costs. Similarly, when we detach the LG fuel, less carbon is emitted. The issue is with methane. If there is incomplete combustion, the injected gas may not explode fully and be directly emitted through the exhaust. In such cases, the carbon emission increases significantly. To prevent this, we have technology to inject a small amount of diesel through the MP injector to ensure proper combustion. Regarding this technology, we are also working on new developments.

Since this is a technology that did not exist before, we need to find the optimal point in terms of combustion timing. We need to conduct tests and simulations extensively to find this optimal point. By creating a predictive model based on this, we can identify the minimum test conditions to conduct the final small-scale test to reduce methane slip. In the past, we used to test all cases and find the optimal point through trial and error, which took about 5.5 months. By significantly shortening the time from 9 months to about 3.5 months, we have shortened the time by around 5.5 months. This can be seen as a case where we have greatly reduced the time. It will be almost a similar case. My approach is now.

They are similar, but now, because I mentioned about Seth, we are not at the level where we can use such advanced AI techniques like machine learning yet. However, we run a lot of simulations like this, even though we are not yet at the level to use those grand techniques. In the past, we used to run a lot of these multiphysics simulations by engine type, so it took a lot of computation time. It used to take a lot of time for these simulations, but by running a lot of simulations in advance and creating these metal models, now we can make decisions right away. When a certain engine type comes in, we can evaluate immediately whether it performs well or not. We create models like that, so in the past, for example, it took about three months. If you look at it, it seems like just connecting roads are moving, but actually, there is fluid inside, coupled with the structure, and that's what we analyze.

Due to the need to transform and couple various aspects including fluid pressure, it took a long time. Now, with many simulations in advance, it has been reduced to about a week. Similarly, when we receive estimates now, it used to take a lot of time to respond to those estimates after conducting simulations before. With the program now, within one week, almost half of the time is saved. Starting from half of the previous time, about 10 hours, it becomes significantly time-saving. This is a continuation from the previous content. Basically, what I want to say is that we now have some data. Although we have produced about 15,000 units, as I mentioned earlier, the number of cylinders varies, and the bore sizes are also diverse, so it is the same engine.

In the field, the fact is that there is a lack of data. Now, a way to overcome this lack of data is to simulate and integrate the two performance data to compensate for the missing data. If you look at it that way, it seems like the engine vibration part. In the case of engine vibration, the full engine model needs to be included to analyze the vibration. Therefore, the modeling itself takes a lot of time, and the analysis time also takes a lot of time. So, a technique called model order reduction is developed to evaluate using a reduced model that simplifies the full model into a single point, incorporating all the engine's stiffness and such data. This allows for a quick analysis, compared to the traditional full model analysis time of 98kg per week. There is research in this direction, and the same goes for the control system. In the past, it was like this.

On the left, you can consider it as the mold, and in the past, there was an engine on the right. So, we used to directly attach the control to the engine. However, we attached a virtual simulator that can mimic the engine on the right side. By doing this, we were able to conduct research where we could test the performance of the low-cost controller without actually running the engine. Recently, we even placed a controller simulator in the virtual simulator on the left side as well. Therefore, now, as I mentioned earlier, there is no need to operate the engine, which reduces unnecessary waste and eliminates the need to create controllers in advance. Since we have the program, the process is very fast, including the verification process. In this way, there are some cases like this. Finally, as I mentioned earlier, we are entering the era of carbon-neutral fuels.

One of the current main topics is that the engine itself remains the same, but only the fuel changes, so the technology of fuel supply and injection system is becoming very important. In cases like this, in the field of automotive engines, we currently have the technology, but in the field of hydrogen engines, we do not have domestic technology, so even advanced foreign companies cannot produce domestically. As a result, we are heavily reliant on imports from abroad, so a lot of research and technology are needed in this area. The characteristic of this is that it has become electronic. In the past, it was mechanical, but now it has become electronic, so basically, it involves some basic physics. In mechanical engineering, we learn about solid mechanics, and then there are fluids inside, so Computational Fluid Dynamics (CFD) is involved, and additionally, there are electromagnetic fields involved.

The electromagnetic physics is included, and the problem is that they are all coupled. Now, it's not possible to interpret them separately and evaluate them. The electromagnetic field affects the fluid behavior, the fluid behavior affects the motion, the motion affects the electromagnetic field, and they are all coupled. Therefore, we are currently focusing on the simulation of multi-physics as our main research area. However, to conclude, in ship propulsion now, while the automotive industry is transitioning to batteries, ships are considered somewhat stable. It is not feasible to propel or generate power for ships with batteries because it requires a large number of batteries. On one hand, there is the issue of space, and on the other hand, as I mentioned earlier, alternative fuels are emerging. From these two perspectives, in the field of ship propulsion, internal combustion engines are still...

I believe that I will continue to play a leading role in the future. Currently, as I mentioned earlier, research on alternative fuel development is mainly underway for the goal of carbon neutrality. As I mentioned earlier, various types of alternative fuels are being developed, and the development speed is increasing rapidly. Therefore, in order to accelerate the development speed, we are applying advanced product technology. I briefly mentioned some examples today. So, I will conclude the presentation here. You asked for 40 minutes, and even though some time has passed, it's okay. Thank you.

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