Reporting on Today and Tomorrow’s Energy, Environmental and Industrial Technologies
[1st Featured Article] A Gamechanger in the Skies (ceramic matrix composites)
CMCnd [2 Featured Article] Toward Safer and More Efficient Skies Advanced Systems for Aircraft
Perspectives on Future Technologies Kaoru Takeuchi, Science Writer Directing the Future Perspectives on Future Technologies
A “Koto” Revolution, With Information as a Key Element
Kaoru Takeuchi, Science Writer
Just as the term “from mono (things) to koto (experiences)” being used frequently in the business and economic fields, there is a “koto-centric worldview” in the field of physics as well. The materials in the Newtonian mechanics are mono, but when they are microscopic – so small they cannot be observed – these mono materials and a solid conception of materials gradually start collapsing and shift to koto. A typical example of this framework is the concept of “entropy”; in information theory, this refers to the “amount of information.” In other words, the “koto” of “from mono to koto” is “information,” and I believe this is the case in the business world as well. Nowadays, competitions over technology development and the transformation of business ideas are taking place, a change collectively described as the “Fourth Industrial Revolution.” In looking back at previous industrial revolutions, the first one was a revolution of power; the second was energy; and the third one was production. Although all of them were transformative, they were still strictly within the scope of “mono.” In the Fourth Industrial Revolution, the key element is information. The entropic idea that was not emphasized in the past has become significant and I would say now that it has entered a completely new stage in the transformation of “koto.” The worldview of “koto” in business, such as services and value Kaoru Takeuchi delivery, is changing through the leveraging of big data, artificial intelligence Science writer with a Ph.D. degree in (AI), IoT devices connected with AI, and robotics. physics. Kaoru Takeuchi earned his How can we survive in the Fourth Industrial Revolution? The main bachelor’s degrees from the College of Arts and Sciences as well as the Faculty technologies might all be grouped under the term “computing.” Therefore, of Science of the University of Tokyo. He many countries in the world have been devoting themselves to education, so earned his PhD in high energy physics that they can prepare the next generation of workers to succeed in this Fourth from McGill University in Canada. He has authored many publications, Industrial Revolution. For example, in the United Kingdom, programing including guidebooks about physics education has been compulsory since 2014. On the other hand, in Japan, it will as well as science reviews. He is also a columnist for newspapers and become compulsory in elementary schools starting in FY 2020, but I worry magazines, including “Three Books for that will already be too late. This Week: Selections from an Expert” The winners and losers of this industrial revolution won’t be determined in the Nihon Keizai Shimbun. He also frequently appears on TV including within the next one or two years, but rather in ten, fifteen, or twenty years from as the host of the television program, now. I believe what increasingly more important is technology development “Science ZERO” (NHK Educational TV). based on the principles of how our society and country should be – not just In the spring of 2016, he established the YES International School, which because a technology is “convenient.” provides tri-lingual education in Japan. He currently serves as the school’s principal.
02 Contents
02 Perspectives on Future Technologies Kaoru Takeuchi, Science Writer
04 1st Featured Article A Gamechanger in the Skies CMC (ceramic matrix composites) 06 New Materials for Aircraft: An Introduction to CMC 08 Toward Practical Applications for CMC 11 Other Technology Developments Related to the Design, Process, and Inspection of Structure Components for Aircraft in NEDO Projects
12 2nd Featured Article Toward Safer and More Efficient Skies Advanced Systems for Aircraft
16 Easy to Understand! News Release Commentary Japan’s First Safety Test for Manned Helicopter and Unmanned Aerial Vehicle Operating in the Same Flight Area Conducted in Fukushima
18 After Project Follow Up! NEDO Project Success Stories Playback History Vol. 7: Development of Material Surface Control Technology for Low Friction Loss, High Efficiency 2018 No.67 Drive Machines Reporting on Today and Tomorrow’s Energy, Environmental, and Industrial Technology “Focus NEDO” is the public relations magazine of the New Energy and Industrial Technology Development Organization (NEDO), introducing the public to NEDO’s various projects and technology development activities related to energy, environmental and industrial technologies.
Focus NEDO 2018 No.67 03 st 1 Featured Article
A Gamechanger in the Skies (ceramic matrix composites)
CMCCompetition in the aeronautics industry has intensified due to growing demands on commercial aircraft. In order to raise the competitiveness of aeronautics industries in Japan, NEDO has been working on the research and development of next-generation materials. One of these promising materials is CMC (ceramic matrix composites). It has the potential to bring transformative changes to jet engine technology, the core of any aircraft, and to reshape the structure of the aeronautics industry. Increasing expectations for next-generation materials as a solution to the aeronautics industry’s challenges
large share of the global market. For next-generation aircraft, which is Leveraging Japan’s strength in materials to achieve expected to have significant improvements in fuel efficiency, I believe success in the growing aeronautics industry that Japan can excel in this market by making superior materials.” One of the challenges Japan faces is to increase its competitiveness Imagining the future of the aircraft, and working to in the commercial aeronautics industry. Demand by global air travelers advance the Japanese aeronautics industry is growing (Figure 1), and the number of commercial jets in use is expected to increase (Figure 2); against this backdrop, the “Vision for When materials are changed, usage needs to change as well. Simply the Aeronautics Industry” report, released by the Japanese government switching out old materials for innovative ones, but continuing to in FY 2015, declares an intent to double domestic aeronautics industry use them in the same way as existing ones, does not result in optimal sales to 2 trillion yen by 2020, reaching 3 trillion yen by 2030. performance. In this project, NEDO is developing not only materials, In this fierce international competition, any aircraft manufacturer but also optimal structural designs and process technologies based on hoping to be successful must fulfill the market demands of conserving which materials are used where and how in the aircraft, the way each energy and reducing environmental burden, without sacrificing safety component influences the others, and manufacturing time and costs. and reliability. It is critical to reduce aircraft weight in order to improve Hirohisa Ito, a project manager and Chief Officer in the Materials fuel efficiency. Against this backdrop, NEDO took over a project Technology and Nanotechnology Department at NEDO, emphasizes the from the Ministry of Economy, Trade and Industry (METI), and contributions of the project in terms of its social impact generated by the launched “Development of Technologies for Next-generation Structure advancement of the Japanese aeronautics industry, including small and Component Creation and Processing” project in FY 2015. Through this medium-sized companies. project, NEDO has worked to develop materials suitable for use in next- “There are about three million parts used in one aircraft, while one generation aircraft. automobile has only thirty thousand parts,” said Ito. “In other words, “After World War II, aircraft development was prohibited in Japan, more parts manufacturers are involved in the aeronautics industry and not resumed until 1952,” said Takahira Aoki, a project leader and than the automobile industry. NEDO is making a concerted effort to Professor of Aeronautics and Astronautics at the University of Tokyo implement developed technology in such a way that small and medium- Graduate School of Engineering. “Since then, our technologies have sized companies can play a role in the aeronautics industry, which has a fallen behind that of Europe and the United States. Especially, in aircraft wide range of supporting industries.” materials, it takes such a long time from development to implementation. Aiming to apply CMC to aircraft engine components So, if we look further in the future, at ten to fifteen years from now, and develop highly advanced technology to meet the market needs, Aircraft use many materials in their construction, including composite Japan should be able to catch up with the rest of the world.” He added, materials and metals. One of the next-generation materials NEDO “Even in the aeronautics industry, Japan has been a leader in the field of has been doing research and development on is a “ceramic-matrix materials development, including carbon fibers, and has maintained a composites (CMC).” By combining ceramic fibers with ceramic matrix,
04 Market needs in the aeronautics industry
Energy Environmental Safe navigation conservation burden reduction
Reduce Increase Improve Reduce cost weight reliability durability
NEDO is trying to enhance several of the material’s most notable Forecast for global air travel demand (Figure 1) characteristics – such as its light weight, its resistance to heat, and its 2012 traffic Added traffic 2013-2032 Annual growth（%） toughness –and practically apply it to aircraft engine components. Within Asia Pacific※1 6.2% Within North America 2.3% “The lighter moving objects are, the less fuel they consume and Within China 6.9% Within Europe 3.6% the better their fuel efficiency becomes,” said Ito. “In addition, engine Europe-Asia Pacific 5.5% operations take on a lower load, which improves fuel efficiency even North Atlantic 3.5% Middle East-Asia Pacific 7.3% World further. Safety is also increased by reducing the weight and improving Within Latin America 6.9% Average Trans-Pacific 4.5% Growth : the durability of the entire aircraft. The development of aircraft Within/to CIS 4.8% 5.0% components involves not only changing out particular parts, but also North America-Latin America 5.0% Europe-Latin America 4.7% working to shift the concept of the whole aircraft,” he said, adding that Africa-Europe 4.8% 0 500 1,000 1,500 2,000 2,500 3,000 he considers this to be a fundamental goal of technology development. 2 *1 Not including China Revenue Passenger Kilometers (RPKs)* (billions) *2 Total distance of each revenue-paying passenger’s ight. A single material could dramatically change the aeronautics industry.
Actual result Forecast 34359 35000 More than 400 seats 310-399 Seats 30000 26814 230-309 Seats 25000 170-229 Seats 18590 20000
15000 13802 Demand 10234 120-169 Seats 10000 Remaining aircraft 10 0 -119 Seats 5000 60-99 Seats 0 1992 1997 2002 2007 2012 2017 2022 2027 2032 20-59 Seats (Year)
Source: Japan Aircraft Development Corporation (JADC), “Market forecast for Takahira Aoki Hirohisa Ito commercial aircraft, 2013 - 2032” Project Leader, “Development of Chief Officer/Project Manager Technologies for Next-generation Materials Technology and Nano- StructureComponent Creation and technology Department Processing,” NEDO NEDO Professor, Department of Aero- nautics and Astronautics, Gradu- ate School of Engineering, The University of Tokyo Focus NEDO 2018 No.67 05 st 1 Featured Article A Gamechanger in the Skies: CMC (ceramic matrix composites)
An Introduction to New Materials for Aircraft CMC The layperson’s idea of “ceramics” might be of something brittle, like fine china, but CMC is lightweight, tough, and heat resistant. Because of these qualities, it has the potential to be used as a new material for aircraft engines. Here, we’ll discuss the characteristics, manufacturing process, and technical challenges of CMC as a material.
“The basic concept of CMC is to make the inner structure complex, CMC (Ceramic Matrix Composites) currently being so that cracks cannot spread and expand,” said Yutaka Kagawa, who developed in NEDO projects was the technology promotion chairman of NEDO’s “Development of Feedstock: silicon carbide (SiC) fiber & SiC matrix Technologies for Next-generation Structure Component Creation and Strength: 200 MPa at room temperature (tensile) Processing” project in FY 2015 and FY 2016. Kagawa is currently the Heat tolerance: 1,400°C director of the CMC Center at Tokyo University of Technology, which (maintains fair strength after being exposed to 1,400°C steam for 100 hours) is one of the project sites. Characteristics: strong, tough, lightweight, and heat resistant This concept can be seen in ancient Jōmon era earthenware from pre-modern Japan. Another familiar example is the practice of mixing concrete with gravel to increase its toughness. To conquer the Increasing both the strength and toughness of CMC challenge of “striking a balance between strength and toughness,” by making the inner structure complex CMC is created using a structure that impregnates fibers with a matrix, reinforcing the material. By doing so, NEDO has sought to increase the CMC is an abbreviation of “ceramic matrix composites,” a material material’s toughness while keeping the original strength of ceramics. that has ceramics, a sintered compact, as its base. “Fine ceramics” is another common type of ceramic material with new functions and Tolerating temperatures of up to 1,400ºC, CMC has characteristics, but conventional fine ceramics have weak “toughness.” possible applications for aircraft engines Toughness refers to the tenacity of materials; durable materials In this NEDO project, silicon carbide (SiC) is used as a feedstock retain their qualities without breaking or developing cracks. On the for both the fiber and matrix of CMC. “Neither carbon nor silicon are other hand, strength refers to how much force a material can endure rare metals,” said Kagawa, “and both are highly heat-resistant and without being deformed. Under ordinary circumstances, the higher lightweight. Both present many advantages as feedstock.” a material’s strength is, the lower its toughness; likewise, when the Traditionally, nickel (Ni)-based alloys have been used for aircraft toughness of the material is increased, strength decreases. CMC has engines, which must be able to endure temperatures up to 1,000º C conquered this challenge. Development of a 3D 2 preform This is the process of weaving SiC Development of SiC fibers into 3D shapes, such as engine 1 components like turbine blades and fiber shrouds. The fibers are woven not only SiC (silicon carbide) fiber, a high- in the x- and y- directions (width and strength fiber, can be produced by length, respectively), but also in the processing liquid polymer into a fibrous z-direction (thickness), so a preform with form and sintering the fibers at a high more a complex shape can be created. temperature. The diameter of the fiber From SiC is ten microns, about ten times smaller than a human hair. In the entire world, only two Japanese manufacturers can fiber to the produce SiC fiber. practical application of CMC-using P.9 components P.8
06 during fuel combustion. SiC-based CMC, on the other hand, has been lies,” he says. demonstrated through research and development to be capable of In addition, it should be noted that the spillover effects of developing enduring temperatures as high as 1,400º C. CMC also weighs only CMC technologies are widespread, including energy instrument about one-third as much as Ni-based alloys, making them significantly such as power-generating turbines and industrial furnace, as well lighter components. Because of these characteristics, expectations as automobile parts, all due to its lightweight and heat-resistant are high for CMC’s applications as a next-generation aircraft engine properties. Kagawa indicated that a key technical challenge for CMC material. is “their ability to maintain their characteristics consistently for a long time,” and he said it is necessary to establish efficient methods Pursuing technical improvement of each process in for measuring durability. “Metals have been strengthened through a order to achieve highly reliable CMC development long history of practical application and actual use,” he said, “whereas During the CMC manufacturing process, first, the SiC fibers CMCs have not been used in real environments yet, and are expected necessary for CMC must be produced. Then, those fibers are woven to be applied under harsh, high-temperature circumstances. It’s such an into 3D shapes, such as turbine blades and shrouds that surround innovative and unprecedented material, and that’s why it’s been called turbines. Then, the woven fabrics are mixed with the matrix, and a ‘gamechanger in the skies.’ Solid technologies will be required, sintered to finish as an engine component. In order to increase CMC’s including maintainability. I’d like the outcome of these NEDO projects toughness, it is also important to coat each interface, so the SiC fibers to surprise the world as original and matrix won’t adhere to each other. Each process is undertaken by Japanese technology – something its respective makers, and the CMC is produced only when all of the never seen before,” he added. different technological capabilities are brought together. American aircraft engine manufacturers first began producing CMC on their own in 2012. However, Kagawa emphasizes that CMC Yutaka Kagawa isn’t just one kind of material. “CMCs with various characteristics Ph.D., Engineering Professor and Director, Katayanagi are needed according to varying temperature ranges, strength, and Advanced Research Lab toughness. Aircraft engines have a variety of demands, and that’s Director, CMC Center Tokyo University of Technology where the significance of CMC research and development by NEDO
Applying CMC components to aircraft engines Development of CMC- 3 The ultimate goal of NEDO project is to employ using components CMC components in place of the ones that currently Materials for coating the surfaces of use Ni-based alloys, including turbine stator 3D-preformed SiC-woven fabrics are vanes, shrouds, and combustor liners, all of which developed, and high-temperature are exposed to high temperatures in the engine. exposure tests are conducted on prototype When CMC components with higher performance components. Also, to accomplish the high- capabilities are realized, an application for engine rate, low-cost production of components, rotor blades might also be possible. combustor liners are developed with interchangeable panels.
CMC samples after P.10 100 hours in a 1,300ºC environment Characteristics of CMC
(compare to Ni-based alloys)
●
One-third of weight
●
20-30% higher heat resistance
●
Twice as strong
◀ ◀ ◀
Will improve fuel efficiency of
Various materials exhibited at the
◀ ◀ ◀ aircraft CMC Center at Tokyo University of
Technology, including fiber-woven Can reduce environmental loads objects and modeled components.
Focus NEDO 2018 No.67 07 st 1 Featured Article A Gamechanger in the Skies: CMC (ceramic matrix composites) Toward Practical Applications for CMC NEDO project develops CMC, aiming to achieve practical applications for next-generation aircraft engines. We will introduce the latest efforts in technology development for each manufacturing process.
[CMC] Producing Fibers １ KEY POINTS NEDO The one and only > Increased strength and Project heat tolerance > Established production Ube Industries, Ltd. high-quality SiC fiber technology to ensure a stable supply
Realizing the original goal of developing SiC fibers for application in the aeronautics field
Lightweight and highly heat resistant, combining both strength and toughness – to realize CMC materials with such characteristics, fibers that can work as reinforcing materials first must be prepared. In one NEDO project, Ube Industries, Ltd. has undertaken that role. Some 500 SiC fibers, each with There are only two companies in the world, one of which is Ube, that a diameter of ten microns, bun- can produce fibers using SiC as a feedstock. Ube has been working on Finished SiC fibers. Liquid polymer is trans- dled together to form a single formed into a high-strength fiber through the research and development to increase the strength of the fibers as part larger fiber. production process. of a NEDO project. The SiC fibers in this project are based on a technology that Ube Hiroyuki Yamaoka, the researcher in charge of SiC fiber development has been developing since 1980s, the Tyranno Fiber; for NEDO at Ube, “we were thinking about the applications for SiC fibers as a project, Ube raised that product’s performance standards even material that could be used in high-temperature conditions. It was further. “Since the beginning of the development of SiC fibers,” says unimaginable at that time to use them for aircraft engines, but because of societal demand and our accumulated technological capabilities, we were able to become pioneers in developing materials suitable for use in engines.” “In developing SiC fibers at our company, we’ve focused on improving strength and productivity,” said Tetsuo Nakayasu, also of Ube. “Since we now have a specific goal of applying the materials to aircraft engines through this project, we are aiming at producing SiC fibers with even more superior properties.” Further improving strength and heat resistance, and establishing a stable mass-production system
The goal of this project is to realize production of SiC fibers with superior tensile strength. Tensile tests conducted until FY 2016 were done to observe and analyze the fractured surfaces of fibers, and the causes of defects were studied. Analyses for each process, including feedstock’s thermal decomposition, grain growth, and sintering, were also conducted. In FY 2017, Ube stably produced a SiC fiber prototype Hiroyuki Yamaoka Tetsuo Nakayasu with a tensile strength of 2.0GPa or higher, and a surface roughness Manager Group Manager, Tyranno Fiber Group Ceramic Fiber Development Group Polyimide and Specialty Products Div. of two to three nanometers. It now provides the samples to the project Inorganic Products Development Center Chemicals Company implementors. Chemicals Company Ube Industries, Ltd. Ube Industries, Ltd. Ryu Katayama In order to realize a highly productive continuous manufacturing Chief Officer process, Ube plans to start designing prototype facilities, including a Materials Technology and Nanotechnology Department NEDO 08 continuous high-temperature furnace, and to begin mass-production “SiC fibers have a distinct advantage as a material. This NEDO trials in FY 2018. “Since safety and reliability are the most important project also has an advantage, in that it is able to increase quality for aircraft, it is essential that we have high quality materials,” said comprehensively by sharing information between the companies Ryu Katayama, Chief Officer of the Materials Technology and engaging in each process. Eventually, we would like to produce so Nanotechnology Department at NEDO. “We consider another critical high quality materials that the engine makers are forced to use them,” point to be the establishment of a stable mass-production system.” adds Yamaoka.
Process of SiC fiber (Tyranno Fiber) production
Tyranno Polymer Forming bers SiC bers
Polymeri- Infusibili- Spinning Burning zation zation
Process of spraying polymer from nozzles and shaping it into bers Process of burning by pushing it through many and producing small holes inorganic ber
[CMC] Weaving fibers 2 KEY POINTS NEDO 3D preforms with fibers, > Facilitate greater tensile strength through weaving
Project Three-dimensional Wing-shapes Next-generation Plain weave in theMultiple shape weave weave technologyweave Shikibo, Ltd. > Net shape forming is easytechnology of turbine blades, etc. to process
Simple two-dimensional structure Targeted three-dimensional structure Orthogonalhigh-performance three-dimensional structure SiC fibers,Orthogonal including three-dimensional “3D structure weaving” and “wing- DevelopingPower 3D = small weaving technology
To produce CMCProcess turbines of spraying that can polymer tolerate the high-temperature, coating methods to reduce high-pressure environment,from nozzles and technology shaping it into for bers creating 3D preforms is Process of burning by pushing it through many damage to fibersand producingduring the critically important. Since smallit is holeshard to process CMC materials, it is preform productioninorganic process. ber ideal to shape the fiber into the desired 3D forms in advance as much In FY 2017, they created 3D as possible. preform prototypes, made In the past, Shikibo has been developing original weaving with fiber volume fraction of
technologies. In this NEDO project, they are aiming to realize 30% or more. This complex shape can be formed by preforms with techniques for brittle and hard-to-wear fibers, such as 3D preforms
Advancement of preform technology
Three-dimensional Wing-shapes Next-generation Plain weave Multiple weave weave weave technology
Picture Credit: IHI Engineering Review Vol. 53, No. 4 (2013) Simple two-dimensional structure Targeted three-dimensional structure Orthogonal three-dimensional structure Orthogonal three-dimensional structure Power = small
Focus NEDO 2018 No.67 09 st 1 Featured Article A Gamechanger in the Skies: CMC (ceramic matrix composites)
[CMC] Producing Components 3 KEY POINTS NEDO High-pressure turbine > Develop materials that can Project be used at temperatures of components that maximize 1,400ºC IHI Corporation > Assess the performance of the capabilities of CMC prototype materials
CMC would not react with steam and thin out. To improve coating Developing a matrix and coatings that allow CMC technology, IHI is working with the Japan Aerospace Exploration components to be safely used for a long time, even in Agency (JAXA), one of the organizations participating in this project, harsh environments to conduct assessment tests with its specialized testing equipment. In the final stage of the process, where the materials are transformed into engine components, the preforms are impregnated with a matrix. In one NEDO project, IHI is one of the companies that is undertaking this process. IHI is working on developing CMC materials and components which can be used at temperatures of up to 1,400º C for application to Surface Surface high-pressure turbines. The applicable CMC matrix needs to be not only tolerant of high temperatures, but also chemically stable with the fibers and interfaces, and able to seal the fiber and interfaces to Cross-section Cross-section avoid oxidization. IHI has produced a prototype CMC material with their developed matrix, which has succeeded in exposure tests under a
pressurized 1,400º C steam atmosphere. As can be seen in the picture Oxidization on the surface on the right, the surface is oxidized and turns white, but as is shown in Before exposure After 100 hours of exposure the cross section, the oxidization is limited only to the surface layer. Before the exposure test, conducted in an environment with 1,400ºC steam, and after 100 hours of exposure. Oxidization was limited to the surface layer only even The surface of a CMC material needs to be coated as well so the after the 100 hours of exposure.
KEY POINTS NEDO Reducing environmental burden by > Realize heat resistance at Project temperatures 200ºC higher improving heat resistance than that of metal components Kawasaki Heavy Industries, Ltd. > Adopt interchangeable Creating combustor liners for convenience panels
efficient engine system can be realized. Realizing heat resistance greater than that of metals, In addition, by making these combustor liners in the form of and adding convenience in fuel-burning combustor interchangeable panels, the efficiency of production and inspections liners is improved, as maintenance technicians only need to change out the In this NEDO project, Kawasaki Heavy Industries, Ltd. also plays panel that is hard to be repaired while being used. Thus, convenience a role in developing aircraft engine components. They have been in both production and usage can be improved. working to establish a technology to produce engine components called a “combustor liner,” that burns fuel with compressed air, with interchangeable panels. Traditionally, nickel-based alloys are used for combustor liners, but they require a lot of air for cooling in addition to air used for burning, and as a result, the combustor liner emits a lot of nitrogen oxides (NOx). However, by producing combustor liners with CMC, heat resistance is improved to 1,200º C, 200º C higher than that of metal parts, and the amount of air for cooling can also be reduced. Therefore, NOx emissions are reduced, and a highly The liner located inside of the combustor is in an extremely high temperature environment, so the heat resistance of CMC can be leveraged. 10 Other Technology Developments Related to the Design, Process, and Inspection of Structure Components for Aircraft in NEDO Projects
Since aircraft is manufactured using various technologies, designs, processes and inspections need to be based on the characteristics of each material, to reflect the improvement in the performance of structural materials. Always taking safety as its number one priority, NEDO develops not only materials suitable to aircraft, but also the technology to solve a wide range of challenges that accompany them.
Realizing more diversified performance assessment during Design the aircraft design phase Tohoku University
During aircraft design, a wide variety of aspects must be analyzed, including aerodynamics, the propulsive dynamics of the engine, and the structural dynamics of the body with various materials. In the process of designing aircraft, it is important to optimize the trade-off relationship between those factors. Therefore, Aerodynamics Propulsion Structure for designing aircraft with higher performance, Tohoku University has set a goal to develop the simulation technology and analysis For aircraft design, compromises must be made in each aspect of the design in order to ensure Multi-disciplinary optimization (optimization of coupled tools by using its data and establish optimal design technology. challenges).
Improving process efficiency via high-speed cutting and processing Process technologies for difficult-to-cut materials The University of Tokyo
To lighten the weight of aircraft, high-strength and lightweight advanced materials are used for the structure of the aircraft body. As high-speed cutting and processing technologies are much needed, especially for the complex shapes of advanced materials, The University of Tokyo is trying to eliminate mismatches, which is step difference on the processed surface and decreases the accuracy problems caused by the continuous vibration of tools and materials. It also strives to reduce the overall process time, energy, environmental burden, and cost, as well as improve the process efficiency, in order to contribute to highly economical aircraft Realizing a high-speed cutting method with rotating tools, rather than a simple high-speed cutting. Enabling the cutting via a low-cut, high-feed process, manufacturing. using a small diameter end mill.
Toward the practical application of the SHM system for diagnoses Inspection of structural health R&D Institute of Metals and Composites for Future Industries (RIMCOF)
To operate aircraft safely and efficiently, one of the key challenges is reducing the length of inspection time and the cost of inspections. To develop technology for monitoring the Optical fiber sensor structural health of aircraft with a higher rate of accuracy and network reliability, RIMCOF is working on developing an SHM (Structural Health Monitoring) system using optical fibers, obtains the data necessary to certify and practically applies the system. In particular, the SHM technology uses three systems: Distributed Strain Monitoring System; Impact Damage Detection System Measurement system for Composite Aircraft Structures; and Lamb Wave-Based SHM System. Example of the SHM system
Focus NEDO 2018 No.67 11 nd 2 Featured Article
Toward Safer and More Efficient Skies Advanced Systems for Aircraft
In addition to its massive engines, aircraft are loaded with a wide variety of systems and equipment, most of which are never seen by passengers. Looking ahead to predictions of significant growth in the commercial aeronautics industry, NEDO has been working on the development of lightweight, low-cost, and safe advanced systems, by leveraging Japan’s technological capabilities.
each aircraft is built with millions of parts. In order to have the Developing components to be adaptable and components used on the aircraft, they are required to pass the rigorous economically efficient in order to address trends certification processes for manufacturing processes and performance in aircraft electrification of everything from a small part to a large system to cover the overall In the aeronautics industry, the various systems and equipment used body. The role to integrate the products from various makers, get in aircraft – excluding aircraft structures such as the body and wings, certified as a system, and deliver the final product is mainly undertaken as well as the main engine body – are collectively called “components.” by “Tier 1” companies. There are many different types of components, including flight- “The certification process is very complex,” said Shimada. “To be in control systems, airframe control systems, hydraulic systems, and fuel a position to organize component development as a Tier 1 company, the systems. All are essential for the aircraft operations, and account for company must have not only the technological capabilities to develop some 40% of the value of most aircraft (Figure 1). products, but also excellent capabilities for managing the development Next-generation aircraft, which are expected to reach the market in process. By supporting the accumulation of certification know-how, the second half of 2020s, are required to have superior abilities to adapt NEDO would like to produce many Japanese Tier 1 makers through to the environment, greater efficiency, and better safety. To meet these this project.” demands, in FY 2015, NEDO began its “Research and Development Toward practical application and Project for Advanced Aircraft Systems toward Practical Application.” commercialization, through partnerships with “The mission of this project is to address the trend of the next- the users from the early stages of development generation aircraft including electrification, develop the lightweight, low-cost and safe components to fulfill the needs of the society, and Before starting this project, technical issues were clarified through support the commercial aeronautics market development for Japanese an investigation. After interviewing experts, technical issues were companies,” said Satoshi Shimada, Project Manager for this project reviewed from a broad set of perspectives shown in Table 1, and and the Chief Officer at NEDO’s Robot and Artificial Intelligence topics were selected. As Hibiki Saito, a staff at NEDO’s Robot and Technology Department. Artificial Intelligence Technology Department, explains, with regards to practical application and commercialization, Question 3, “Is the Supporting market development based on the field of special interest to foreign companies (Finished product OEM, characteristics of the aeronautics industry Component Tier 1)?”, as well as Question 4, “Is it possible to complete Product supply structures in the aeronautics industry are roughly technology development within the schedule when considering the divided into three tiers. The component makers that directly supply feasibility of seed technology and TRL*1?”, are the key points to products to the makers of finished aircraft are “Tier 1” suppliers. The consider. suppliers of materials and parts for Tier 1 companies belong to Tiers “In common technology development projects,” said Saito, “we 2 and 3 (Figure 2). Overseas, some Tier 1 companies, such as United usually look for users either during or after the projects are completed. Technologies (US), Honeywell (US), and Safran (France), have grown But in aircraft development, it is critical to have high integration extensively through mergers and acquisitions, and are called Super capabilities and deal with certification processes, so we need to Tier 1 companies. cooperate with the finished product makers from fairly early stage. Aeronautics industry is an industry with a very broad base, since 12 Airframe
Body 19% Wings 15%
Others 3% Landing gear 4%
Flight control system 4% Value Composition of Aircraft (Figure 1) Flow of product supplies in the aeronautics industry (conceptual image) (Figure 2) Interior 5% Engine 24% Navigation 12% Airframe
Engine Components: Airline Delivery Finished product Power system 14% maker approx.Body 19% 40% Wings 15%
Engine maker Others 3% (Prime manufacturer) Airframe maker Landing gear 4%
Engine module Flight control system 4% Components maker maker Tier 1 Engine module Interior 5% maker Engine 24% Tier 1 Navigation 12% Materials maker Materials maker
Parts maker Materials maker Materials maker Tool maker Parts maker FinishedManufacturer product Engine Components: Assembler ManufacturerAirline Delivery Power system 14% Tier 2 Parts maker maker approx. 40% Tier 2
Materials maker Materials maker Parts maker Parts maker Engine maker Tool maker Materials maker (Prime manufacturer) Source: Based on a survey by Frost & Sullivan (2008) Tool maker Manufacturer Manufacturer Airframe maker Manufacturer Tool maker Manufacturer Manufacturer Tier 3 Tier 3 Engine module Components maker maker Tier 1 Engine module maker Source: “Product Supply Structure and Entry Environment of the Aeronautics Industry” Tier 1 (Japan Finance Corporation Research Institute, 2011) Materials maker Materials maker Parts maker Materials maker Materials maker Tool maker Parts maker Manufacturer Assembler Tier 2 Manufacturer Parts maker Tier 2
Materials maker Materials maker Parts maker Although market development is not easy, finished product makers Parts maker
Tool maker Materials maker are looking for new technologies. Based on these situations, we are Tool maker Manufacturer Manufacturer Manufacturer Tool maker Manufacturer Manufacturer Tier 3 always aware of the potential practical applications and commercial Tier 3 possibilities for technologies as we manage the project.”
Becoming a partner to international players “It is possible for components to continuously generate revenue through the MRO*2 business, including maintenance and repairs required after being loaded onto the aircraft,” said Shimada. “To do so, makers must reflect the needs of airlines and manufacturers around
the world, including the pros and cons of maintenance and operations. Satoshi Shimada Hibiki Saito Additionally, we can expect significant growth in technological Chief Officer and Project Manager Staff capabilities by collaborating with industry-academic-government Robot and Artificial Intelligence Robot and Artificial Intelligence Technology Department Technology Department players around the world on technology development. I hope a lot of NEDO NEDO Japanese companies develop new markets as an outcome of this project and thrive as partners of international players,” he added, looking toward the future of the project.
*1: TRL= Technology Readiness Level *2: MRO= Maintenance, Repair and Overhaul
Selection Criteria for Research and Development Topics (Table 1)
1. (a) Can we expect improvements to reliability, safety, efficiency, and comfort? (b) Can we expect improvements to energy conservation, a reduction of CO2 emissions, and greater environmental adaptability? 2. Does the final product have technological superiority compared to international competitors? 3. Is this field of interest to foreign companies (Finished product OEM, Component Tier 1)? 4. Is it possible to complete the technology development within the schedule when considering the feasibility of seed technology and TRL*1? 5. What are the spillover effects of this aircraft-related technology and applications in other industries? 6. Is it possible to apply technology from other industries to the product (spin-on)?
Focus NEDO 2018 No.67 13 nd 2 Featured Article Toward Safer and More Efficient Skies: Advanced Systems for Aircraft
Next-Generation Aircraft Component Development through NEDO Projects
NEDO has been working to develop lightweight, low-cost and highly safe components to prepare for the introduction of next-generation aircraft, which are expected to reach markets in the second half of the 2020s. By leveraging the technological capabilities of Japanese component makers, NEDO is pursuing an expansion of market scales and pushing for safer sky travel.
Research and Development Topic 3
Next-generation cockpit displays
Advanced cockpit displays with improved safety, matured technology and market competitiveness
Along with the upgrade of the air traffic management processes, it is expected that in-flight pilots and controls could have improved mutual situational awareness, and could have cooperative route decision making, with cockpit system upgrade. Therefore, NEDO is working on the development of large screen and seamless display, and touch-screen functionality to achieve the safety and robustness required in cockpit displays.
©THALES© THALES iCoc iCockpitkpit Image of a cockpit display
Research and Development Topic 5 Research and Development Topic 6 ©THALES iCockpit Next-generation flight control and maneuvering systems Next-generation automated flight system Application Image Improving safety and reliability through the A system that flies and lands aircraft safely, even development of new concepts for maneuvering when instrumental anomalies happen, by using
systems image processing technologyApplication Image ©THALES iCockpit
Traditionally, maneuvering systems haveMotor adopted controller multiple systems The majority of aircraft accidents are caused by human error, and to ensure flight safety. This has resulted in added costs and increased anomalies in instruments contribute to many cases. To eliminate Piping Motor controller weight in aircraft. It AhasDC also/ caused vulnerabilities due to the use human errors, it is desirablePiping to have an automated system that allows EO ADC/ ACC EO of identical systems. To conquer this Opticalchallenge, ber NEDO is working aircraft to fly safely even underA CabnormalC Opticalconditions. ber NEDO has been on developing a backup maneuvering system consisting of a pitot working on developing an automated landing system for GPS/ILS*4 tube, ADC*1, ACC*2, EO transceiver*3, and a motor controller for anomalies, as well as flight maintenance system that compensates for Application Image Pitot tube an electric actuator,Pitot which tube functions as a low-cost, lightweight, control surface failures, to further improve the safety. independent system. Automated landing control Maintaining flight with through self-location estimates fault-tolerant flight controls Motor controller Piping ADC/ EO ACC Optical ber Automated runway detection Detection of control surface through image processing failures through image processing Pitot tube © JAXA *1: Air Data Computer *2: Actuator Control Computer Image of the backup maneuvering system 電力マネジメント Image of the automated flight system *3: Electro Optical transceiver *4: Instrument Landing System エンジン内蔵型電動機
14 © IHI サーマルマネジメント © IHI 電力マネジメント エンジン内蔵型電動機 電力マネジメント エンジン内蔵型電動機 © IHI © IHI
サーマルマネジメサーンマトルマネジメント © IHI © IHI Research and Development Topic 4
Next-generation air conditioning systems
Innovative thermal management technology for future more electric aircraft
More efficient cooling technologies shall be required for future more electric aircraft. NEDO has been working in research and development about "two-phase heat transfer system" that utilizes latent heat of refrigerant evaporation and condensation, and "smart axial fan" that can operate variable rotational speed. ©THALES iCockpit
Heat Flow (a) Evaporator Evaporator Condenser (f) Liquid Line Refrigerant冷媒の流れ Flow Refrigerant冷 媒（ 気 相 (Vapor) ） Power Rotor Blade with •DC (b) Wick Refrigerant冷 媒（ 液 相 (Liquid) ） wide range flow •AC (c) Groove rate Heat Load DC-DC/ Rotating (d) Vapor Line AC-DC Speed Converter Command (e) Condenser Heat Sink Cooling Target Architecture (Heat Load) (Heat sink) Permanent Built-in Motor Controller Application Image Magnet Motor Capillary force drives refrigerant circulate. Image of the two-phase heat transfer system Image of the smart axial fan
Motor controller Piping ADC/ EO Research and DevelopmentACC TopicOptical 2 ber
Next-generationPitot landing tube system Electrification technology that will contribute to energy conservation and lower environmental load, which is critical to next-generation aircraft
To address the technological trends of electrification, which is critical to next- generation commercial aircraft, NEDO has been working on developing a “Landing Gear Extension/Retraction System” with an electrohydraulic actuator, and an “electric taxiing system,” for taxiing without using engine propulsion. NEDO aims to lighten the component weight by removing the concentrated hydraulic source for lifting legs and reducing the fuel consumption used in taxiing.
電力マネジメント エンジン内蔵型電動機
© IHI
サーマルマネジメント © IHI Image of the leg lifting system Image of the taxiing system
Research and Development Topic 1 Research and Development Topic 7
Next-generation engine thermal control system Next-generation More Electric Engine (MEE) system ©THALES iCockpi©t THALES iCockpit High-efficiency, lightweight, and compact Addressing the increased electric power demands heat exhaustion system that will contribute to of next-generation aircraft by adopting a highly improving fuel efficiency efficient generation system
To address the challenge of increased cooling loads, NEDO has NEDO has been working on developing a system consisting of an Engine been working on lighten the weight of a high-efficiency, lightweight Embedded Electric Machine (E3M) that can address the increased electric power and compact engine thermal control system and its components, demands expected from the next-generation aircraft. NEDO aims to realize an “ASACOC*5” and “HFCOC*6”, the heat exchange devices to cool electric machine that hasApplication significantly Image higher Applicationtemperature Image capability compared the engine lubricant, and “OFCV*7”, the valve to control the flow of to conventional products, and highly efficient thermal management system that engine lubricant, by 10% each. considers engine oil system, fuel system and aircraft air conditioning system.
Oil Electric motor with a tank ASACOC Power management built-in engine Oil Pump Motor controller Motor controller Engine OFCV Piping Piping system ADC/ ADC/ EO EO ACC OpticalA C berC Optical ber HFCOC
*5: Advanced Surface Air © IHI Cooled Oil Cooler Thermal managementPitot tube Pitot tube © IHI *6: Hybrid Fuel Cooled Oil Cooler Image of the thermal control system Image of thermal and power management systems *7: Oil Flow Control Valve
Focus NEDO 2018 No.67 15
©THALES iCockpit 電力マネジメント電力マネジメント エンジン内蔵型電動機エンジン内蔵型電動機
Application Image © IHI © IHI
サーマルマネジメサーントマルマネジメント
Motor controller © IHI © IHI Piping ADC/ EO ACC Optical ber
Pitot tube
電力マネジメント エンジン内蔵型電動機
© IHI
サーマルマネジメント © IHI News Release Japan’s First Safety Test for Manned Helicopter and Unmanned Aerial Vehicle Operating in the Same Flight Area Conducted in Fukushima Easy to understand! – Aims to set performance evaluation standard for UAV collision avoidance – News Release We have picked up a news release dated on the December 15, 2017 about the “Project for the ommentary Realization of an Energy-Conserving Society through C A special feature that aims to make news ” of the Robot and Artificial releases full of jargon, technical terms and difficult Robots and Drones, technologies easier to understand by focusing in on Intelligence Technology Department of NEDO. the important points. This conveys NEDO’s state-of-the-art technological achievements and activities with an easy-to- understand explanation.
News Release Japan’s First Safety Test for Manned Helicopter and Unmanned Aerial Glossary Vehicle Operating in the Same Flight Area Conducted in Fukushima
Examples of near-miss incidents – Aims to set performance evaluation standard for UAV collision avoidance – between manned aerial vehicles and unmanned aerial vehicles (UAVs) See page 16 of “Efforts to avoid collisions
16 Featured Technology UAV collision avoidance for a future full of flying drones To support the social implementation of UAVs, which are expected to be used for logistics, infrastructure inspection, and disaster investigation, NEDO has been working on developing safety performance evaluation standards.
Here are the key points!
First successful attempt in Japan! The safety test UAV collision avoidance capabilities are being was conducted with a manned helicopter and a developed, which contributes to the development UAV operating in the same flight area. of safety performance evaluation standards for UAV collision avoidance.
Various data necessary to avoid collisions between The test was undertaken as a part of the collabo- manned aerial vehicles and UAVs was collected. rative agreement between NEDO and Fukushima Prefecture.
◆ Commentary Getting prepared for an era of many drones in the skies
UAV operations, including drones, have been steadily increasing the aerial vehicles, and the background scenery. In addition to the in number. As UAVs are expected to be utilized for various purposes, visibility confirmation test, some tests to examine drone’s avoidance including logistics, infrastructure inspection, disaster investigation, maneuver capability and to confirm the effect of downwash from the agriculture, security, and rescue operations, the development of manned helicopter were also undertaken to collect data. regulations and technology for avoiding collisions between manned More tests are scheduled to be conducted, and NEDO will continue aerial vehicles and UAVs has become a pressing issue. If a major to work on developing UAV collision avoidance capabilities and accident happens, it will already be too late. accumulating the data and knowledge necessary to develop the In order to develop collision avoidance technology and performance performance evaluation standards for this task. evaluation, NEDO conducted “a test to confirm the visibility of both manned helicopters and Development of UAV collision avoidance technology (regulatory support + system technology) UAVs to clarify a safe offset distance.” Here, NEDO tested how the camera on the drone and the helicopter pilot visually can confirm each other under the different conditions, including UAV the distance between each other, the color of
Manned helicopter An image of the visibility confirmation test Horizontal image
UAV
UAV Manned helicopter Vertical image Offset distance
Manned aerial vehicle Downwash
Visibility meter
Total station
◆ Outlook for the Future Making the operation of multiple drones more secure, safe, and efficient Another important task in promoting UAV collision avoidance the same area, based on the various information including is to streamline “traffic control functions,” which consolidate mapping, weather reports, and radio communication. Through and manage the aerial vehicles’ information and flight plans. its partnership with Fukushima Prefecture, NEDO continues to By establishing this functionality for UAVs, it will be possible utilize the Fukushima Robot Testing Field, aiming to realize a to support safe operation of UAVs by multiple operators in society where drones can be utilized in a safe way to help people.
Focus NEDO 2018 No.67 17 Project Follow Up!
Playback The results of NEDO projects are utilized in manufacturing processes used by NEDO History companies and final products available for consumers. In this series, we look at untold stories of how technology development projects scaled the high, difficult wall to successful commercialization and what came after, summarizing past articles in PROJECT “NEDO Project Success Stories.” SUCCESS STORIES Vol 7. Development of Material Surface Control Technology for Low Friction Loss, High Efficiency Drive Machines Developing a new CVT to realize good fuel efficiency in automobiles
What is “Development of Material Surface Control Technology for Low Loss of Friction, High-Efficiency Transmission”? Based on the “Guideline for Measures to Prevent Global Warming” drawn up by the Japanese government in 2002, NEDO has been promoting energy conservation as well as size and weight reduction for machines with driving systems. To this end, it has developed a material surface control technology to reduce friction on sliding parts, specifically on three areas - belt CVTs (continuously variable transmissions) for automobiles, hydraulic equipment, and turbine bearings for power generators.
To reduce CO2 emissions from automobiles and speed when the gear is shifting, a CVT can maintain optimal conserve resources, it is essential to improve energy engine speed to drive, and that enables both excellent fuel transfer efficiency and lower friction loss for various efficiency and acceleration capabilities. pieces of driving equipment. Therefore, JATCO Ltd, However, there were some challenges as well. With a CVT, a manufacturer specializing in transmissions, which during the vehicle’s operation, the higher the coefficient of Pulley transfers the power generated by the automobile engine to friction between the belt and the pulley gets, the bigger the Mechanism of a CVT. By changing the wheels, participated in this NEDO project in FY 2002. torque becomes, or the force required to turn the wheels. As a the radius of the belt between two pulleys, one on the engine side and Through collaborative research with Idemitsu Kosan Co., result, acceleration performance increases. Additionally, the the other on the wheel side, the speed is continuously adjusted. Ltd., Kobe Steel, Ltd., the Tokyo Institute of Technology, higher the coefficient of friction gets, the smaller the pressing A pulley is a combination of two conical discs, and the radius of and Iwate University, JATCO developed a CVT system force against pulleys becomes. This leads to a lower friction the belt changes as the width of the pulley changes. (Picture credit: where a 20% improvement in the coefficient of friction loss, which improves transmission efficiency. However, it JATCO Ltd) was realized by understanding the phenomenon of was necessary to reduce the wear on the surface of the pulley “friction”, the key for the performance improvement, and discs. Therefore, it was critical to overcome the contradictory utilizing a simulation technology based on it. challenges of lowering the wear while raising the coefficient of friction. A difficult challenge: to “increase the Promoting friction control for CVTs in coefficient of friction without wearing order to reduce CO2 emissions out” the components To conquer the challenges, JATCO, which holds Transmissions, which transfer the energy generated by the the world’s largest market share in CVTs, set a goal of engine of the automobile to the wheels, have been evolving creating CVTs with high frictional properties through the from “Manual Transmissions (MTs)” to easy-to-drive NEDO project “Development of Material Surface Control “Stepped Automatic Transmissions with gears (ATs)” for Technology for Low Loss of Friction, High-Efficiency some time; now, even “Continuously Variable Transmissions Transmissions,” which began in FY 2002. By raising the (CVTs)” with no gears are used. coefficient of friction between the belt and the pulley, and While conventional ATs use gears of various sizes to shift improving the transmission efficiency between the belt and speeds in multiphases from low gear to high gear, CVTs the CVT, an automobile’s fuel efficiency can be improved by
have enabled continuous speed shifting by having a metal up to 2%, and annual CO2 emissions can be expected to be belt go between the pulleys, which are combinations of two reduced by 200,000 tons. conical discs, and alternating the radius of the pulleys. By Generally, when makers are trying to improve driving doing so, unlike a conventional AT, which increases engine capabilities by reducing wear, it is common to try to lower
18 the coefficient of friction; contrastingly, it is rare to raise the but this wouldn’t have enabled mass production in the future. coefficient of friction as is done with a CVT. The team selected parameters from the “Nakahara Shortly after the project began, the team determined that Theory” that would be easiest to control during mass
Cut model of the new version of its goal to improve the coefficient of friction by 20% seemed production, and improved the processing procedures so that “Jatco CVT8” which has improved the fuel efficiency by 10% compare to be too high to reach. At this point, Tsunamitsu Nakahara, manufacturing could be done within the existing production to the conventional CVTs. an expert in tribology (friction, wear, and lubrication) and lines. Eventually, they developed a total inspection system professor at the Tokyo Institute of Technology School to test the surface roughness after all other procedures are of Mechanical and Physical Engineering at that time, completed. It is a contact-type system to check to surface established the “Nakahara Theory,” a new friction model roughness that is similar to tracing the surface with a finger, that keeps wear minimal while increasing the coefficient of and it is completed within a minute. friction. Based on this theory, the team was able to determine several crucial parameters for increasing the coefficient of Outcome of the NEDO project leads to friction, and based on those parameters, they realized an development of a new product, the “Jatco improvement in the coefficient of friction by using a mirror- CVT8” like processing method, in which the surface of pulleys is Immediately after the NEDO project was completed polished flat as a mirror. in FY 2007, JATCO launched a project to develop a new While the team successfully developed mirror-like product. It had been ten years since conventional CVTs came processing method through industry-academia collaborative to the market, and it was now necessary to develop a next- research, they also had a critical breakthrough – the generation CVT with a fully revamped model. development of CVT oil that has both high coefficient of The next-generation CVT was required to realize a very friction and low viscosity. lofty goal: to improve fuel efficiency by up to 10%. The mirror-like processing technology and the next-generation Establishing new control parameters for CVT oil developed during the NEDO project were in part the mass production responsible for this improvement. In addition, JATCO Now seeing a chance to accomplish the project’s original achieved various improvements, such as expanding the goal of increasing the coefficient of friction by 20%, the transmission ratio, downsizing the oil pump, and improving production team from JATCO joined the project from the CVT controls. Bringing its technologies together, JATCO fourth year. They worked on developing new production created the next-generation CVT model Jatco CVT8. technologies from existing solutions, so the mirror-like The outcome of the NEDO project was highly lauded as processing could be done at the lowest cost possible. The a new paradigm in the tribology field in both theory and team had the option of using special processing machinery, method, and won various awards, including the FY 2008 Technology Award from the Japanese Society of Tribologists. Yoshitomo Suzuki, of the Unit Technology Department and Development Division at JATCO, says they would like to further improve efficiency and reduce cost. “Although CVTs show better environmental and traveling performance than the conventional ATs, there is still room for the improvement,” he said. “It is said that the current transmission efficiency of the CVT is finally reaching the level of the conventional automatic transmissions with planetary gears, but they are not perfect yet. We would like Pulley surface after completing the fine grooves. Based on the Nakahara to accomplish getting transmission efficiency as close to Theory, it was possible to alter pulley surface characteristics that can perfect as possible. In addition, if we can further reduce the increase the coefficient of friction. cost, we’ll be able to adapt a CVT with this technology for compact vehicles. We’ll continue working on this challenge Contributing to improving fuel efficiency by up to 10% NEDO project target technology to accomplish it.” (Interviewed in March 2013) Depending on the vehicle Expanding transmission ratio JATCO released the Jatco CVT8 in 2011. These CVTs Reducing friction were installed in the 2.0 - 3.5 litter class automobiles released Next-generation CVT oil New CVT control Low-viscosity oil in July 2012. As of the end of December 2017, more than Expanding transmission ratio 9.3 million Jatco CVT8 have already been manufactured Reducing oil-stirring resistance Improving belt efficiency globally with the largest numbers in Japan, North America, Reducing oil level and China for the Nissan Serena, the Nissan Pathfinder, the Improvement of baffle plate Pulley: expanding radius of piston Mitsubishi RVR and other vehicles. Reducing hydraulic pressure New CVT control Low-speed lock up Downsizing oil pump In“NEDO Project Success Stories”,we interview the Reducing pulley pressure developers including corporations involved in the Variable FWD/C pressure Reducing required hydraulic pressure Reducing the amount of oil leakage project and post success stories on the website. http://www.nedo.go.jp/content/100871470.pdf New technologies adopted to Jatco CVT8
Focus NEDO 2018 No.67 19 Domestic Offices
● Head Office ● Kansai Branch Office MUZA Kawasaki Central Tower, 16F-20F Umeda Dai Building, 6F, 3-3-10 1310 Omiya-cho, Saiwai-ku Umeda, Kita-ku Kawasaki City, Kanagawa 212-8554 Japan Osaka 530-0001 Japan Tel: +81-44-520-5100 Tel: +81-6-6341-5403 Fax: +81-44-520-5103 Fax: +81-6-6341-5405
Overseas Offices
● Washington, D.C. ● Europe ● Beijing 1901 L Street, N.W., Suite 720 10, rue de la Paix 75002 2001 Chang Fu Gong Office Building Washington, D.C. 20036 U.S.A. Paris, France Jia-26, Jian Guo Men Wai Street Tel: +1-202-822-9298 Tel: +33-1-4450-1828 Beijing 100022, P.R. China Fax: +1-202-822-9259 Fax: +33-1-4450-1829 Tel: +86-10-6526-3510 Fax: +86-10-6526-3513 ● Silicon Valley ● New Delhi 3945 Freedom Circle, Suite 790 9th Floor, Hotel Le Meridien ● Bangkok Santa Clara, CA 95054 U.S.A. Commercial Tower, Raisina Road 8th Floor, Sindhorn Building Tower 2 Tel: +1-408-567-8033 New Delhi 110 001, India 130-132 Wittayu Road, Lumphini Fax: +1-408-567-9831 Tel: +91-11-4351-0101 Pathumwan Fax: +91-11-4351-0102 Bangkok 10330, Thailand Tel: +66-2-256-6725 Fax: +66-2-256-6727
June 2018 (1st Edition)