Kawasaki Heavy Industries, Limited /kaʊ.əˈsɑːki/ is an international corporation based in Japan. It has headquarters in both Chūō-ku, Kobe and Minato, Tokyo.The company is named after its founder Shōzō Kawasaki and has no connection with the city of Kawasaki, Kanagawa. Shōzō Kawasaki's original main base was the city of Kobe, Hyōgo.Even though it originally started out as a shipbuilding company, its most visible consumer product lines are its motorcycles and all-terrain vehicles, although the company and its subsidiaries also manufacture personal water craft, ships, industrial plants, tractors, trains, small engines, and aerospace equipment . Subcontract work on jet aircraft has been done for Boeing, Embraer, and Bombardier. The company is one of five major Japanese companies contracted to build parts for Boeing's 777X aircraft. Wikipedia.
Masubuchi I.,Kobe University |
Kurata I.,Kawasaki Heavy Industries
Automatica | Year: 2011
Gain-scheduled control via LPV system models enjoys LMI-based synthesis methods and in particular parameter-dependent Lyapunov matrices have been employed to successfully reduce conservatism. Those controllers derived via parameter-dependent Lyapunov matrices, however, end up with depending on derivatives of scheduling parameters. Though this can be avoided by approximating derivatives or restricting Lyapunov matrices to be partly constant, the former loses guarantee of performance and stability and the latter can cause conservatism. This paper proposes a synthesis method of gain-scheduled controllers that depend on filtered scheduling parameters, instead of derivatives, with a concrete guarantee of a performance level. Moreover, it is shown that the performance level of conventional derivative-dependent gain-scheduled controllers is recovered with arbitrarily small errors. © 2011 Elsevier Ltd. All rights reserved. Source
Matsushima H.,Kawasaki Heavy Industries
SAE International Journal of Passenger Cars - Mechanical Systems | Year: 2010
The purpose of this paper is to propose a control method to reduce acceleration shock in motorcycles. Reducing the acceleration shock is very important in improving drivability of motorcycles. Motorcycles equipped with manual transmission have some backlashes in the transmission, with large backlash especially in dog clutch portions. We have figured out that one of the main causes of the acceleration shock is the collision of the dogs at high relative angular velocity during acceleration. Also, our data analysis has revealed that there is a correlation between a peak value of the longitudinal body acceleration and the relative angular velocity at the moment of the dog collision. A simulation was undertaken to verify this phenomenon, and its results have made it clear that we need to decrease the relative angular velocity at the moment of the dog collision so as to reduce the acceleration shock. Therefore, we have developed a control method that estimates a relative angle of the dogs and implements ignition timing retard control just before the dog collision to decrease relative angular velocity at the moment of the dog collision. This control method is characterized as being effective even when a throttle is opened slowly, in which case the conventional method is not so. As a result of a riding test, we have proved this control method can reduce the peak value of the longitudinal body acceleration using this control method, and received good evaluation from riders regarding acceleration shock. © 2010 SAE International. Source
Kawasaki Heavy Industries and Toyo Tire & Rubber Co. | Date: 2011-03-28
An air spring according to this invention enables easy and reliable adjustment of a space between stoppers. Specifically, an upper member (
« 7 finalists announced for USDOT Smart City Challenge; Amazon Web Services new partner | Main | 100,000 Induction Pressure Welding axles from Mercedes-Benz Kassel plant; welding of steel and cast parts with any contours » The Nikkei reports that Kawasaki Heavy Industries and Royal Dutch Shell will partner to develop technologies for transporting large volumes of liquefied hydrogen by sea. Kawasaki has already been collaborating with Iwatani and Electric Power Development in hydrogen mass production and transportation. Kawasaki is also currently developing a small test vessel for the marine transportation of liquefied hydrogen. (Earlier post.) The vessel will have a cargo capacity of 2,500 m3, equivalent to that of coastal trading LNG vessels. Kawasaki obtained approval in principle from Nippon Kaiji Kyokai (ClassNK) for the cargo containment system in 2013. Kawasaki aims to complete development design in 2016, then subsequently move forward with commercialization. Liquefied hydrogen evaporates at a rate 10 times greater than LNG. To address this, the pioneering test vessel will employ a cargo containment system of a double shell structure for vacuum insulation, offering support that demonstrates excellent insulation performance and safety. To help support the global distribution of hydrogen further into the future, Kawasaki aims to develop a large liquefied hydrogen carrier with a capacity of around 160,000 m3. Shell will bring its own deep expertise in energy transportation to the efforts to unlock large supplies of hydrogen and develop international standards for marine transportation. According to the report, the partners will produce hydrogen from low-quality brown coal abundant in Australia at low cost and then ship liquefied hydrogen. They aim to lower the wholesale price to about ¥30 ($0.26) per NM3 (normal cubic meter) by around 2025 to make the business profitable. If things go as planned, power-generating costs for hydrogen would stand at about ¥16 per kilowatt-hour, about 20% higher than liquefied natural gas but nearly half the figure for petroleum. Shell seeks to gain a foothold in marine transport by working with Japanese partners strong in hydrogen technologies. The company expects demand growth outside of Japan. Iwatani will contribute facilities for loading hydrogen stored tanks onto transportation vehicles. J-Power will be in charge of production plants. The partners are considering setting up an import base in Kobe. The partners currently plan to launch a pilot operation in 2020, targeting annual hydrogen imports of 660,000 tons in 2030—equivalent to 1.5% of Japan’s power output, according to the Nikkei report.
« Toho Tenax and Kawasaki Heavy Industries to develop mass-production CFRP springs for railcar trucks; saving almost 1 ton weight per car | Main | Report: Sony working on high-capacity Li-S, Mg-S batteries, targeting commercialization in 2020 » Lux Research has built a bottom-up model for automotive innovation for fuel economy improvements to analyze the cost-effectiveness of all the various pathways for meeting regulatory fuel consumption and emissions targets. The roadmap to reducing fuel consumption and emissions from the automotive sector has many options—including lightweight materials, increasing electrification, autonomy, and alternative fuels—but picking the right mix of options is tricky. To start, Lux is using four distinct, simplified scenarios; the four likely fuel source improvements were held constant across all scenarios, while material composition, electrification, and autonomy options were adjusted to find lowest added cost. For a baseline, Lux used the 2015 Toyota Camry with associated metrics of 25.4 mpg, 1,470 kg vehicle weight and a vehicle transaction price of $33,340. In scenario one, electrification and autonomy were not considered and only lightweighting was used to reach the 2025 target of 37 mpg real-world fuel economy (54.5 mpg CAFE equivalent). This solution, in which the vehicle is 90% CFRP in the frame and body by volume, would result in $2,160 of additional cost in 2025, at a vehicle mass of 990 kg. Scenario two considered the most basic levels of electrification and autonomy, with vehicle lightweighting bridging the gap. This “grab bag” approach of technology and materials adds $2,210 to 2025 vehicle cost, while keeping the vehicle weight at 1,100 kg. In scenario 3, more advanced microhybrid technology is factored in, along with minor CFRP adoption and basic autonomy. This scenario uses 8% CFRP lightweighting in an 87% aluminum frame and 90% aluminum body with an advanced microhybrid drivetrain, adding $2,100 to the price. This scenario seems plausible from a technology perspective, with a very similar material distribution to the BMW 7-Series, but with the inclusion of a 12 V microhybrid drivetrain, Lux noted. In scenario 4, aluminum lightweighting and 48 V microhybridization are taken as core enablers. While a 48 V microhybrid drivetrain is the most expensive and highest performing electrification option of the four scenarios shown, the overall additional cost is only $1,700 to hit fuel efficiency targets, even with a bulky 1220 kg vehicle weight. This most cost-effective option is notable in that it avoids CFRP lightweighting and autonomous features to achieve efficiency goals. It should be noted, however, that the difference on cost is not overwhelming, so further scenarios must be considered that factor in non-efficiency related technology decisions. For example, while autonomy is less important for fuel efficiency than the other technology categories considered herein, improving vehicle safety and function will result in adoption of autonomous features that subtly change the optimal outcome for efficiency. The model underpinning the cost and weight analysis above must be (and is) versatile enough to take such factors into consideration.