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Issue 1 I 2013

Wir entwickeln die Zukunft für Sie.

Publisher

ThyssenKrupp AG

Corporate Function Technology, Innovation & Sustainability, ThyssenKrupp Allee 1, 45143 Essen, Germany

Editor: Guido Focke, Telephone: +49 201 844-536291, Fax: +49 201 8456-536291

‘ThyssenKrupp techforum’ appears once or twice a year in German and English. Reprints with the permission

of the publisher only. Photomechanical reproduction of individual papers is permitted. ‘ThyssenKrupp techforum’

is distributed according to an address file maintained using an automated data processing system.

ISSN 1612-2771

CoverThyssenKrupp Uhde has been building chlor-alkali electrolysis plants for the chemical industry for over 50 years. In the conventional method, sodium chloride (salt) is decomposed in an aqueous solution (Cover picture: Salt (NaCl) crystals photographed using a scanning electron microscope). This electrolysis process produces chlorine at the anode and sodium hydroxide solution and hydrogen at the cathode. The electrolysis process must keep the anode and cathode products separated to avoid the formation of undesired by-products such as chlorine detonating gas and sodium hypochloride. Chlorine is used in the synthesis of almost two thirds of all chemical products. Producing chlorine from salt by electrolysis is a very energy-intensive process. To date, membrane electrolysis has been seen as the most energy-efficient process available: It can produce a metric ton of chlorine using 2,400 to 3,000 kWh of electricity. Experts at UHDENORA S.p.A – a joint venture formed by ThyssenKrupp Uhde and Industrie De Nora S.p.A. – started work on developing a variant of this membrane electrolysis process in the late 1990s. This new process produces no hydrogen. The cathode is replaced by an oxygen depolarized cathode in which added oxygen reacts with water in a 3-phase process, forming hydroxyl ions. As oxygen is consumed in this process, the gas diffusion electrode is frequently referred to as an oxygen consuming or oxygen depolarized cathode (ODC). The reaction takes place at a lower voltage, permitting a further reduction in electricity consumption and emissions compared with the conventional membrane electrolysis process. In Germany, use of this process could reduce total electricity requirements by one percent and cut CO2 emissions by around three million tons. Worldwide, the technology has the potential to lower CO2 emissions by around 20 million tons.

“Chlor-alkali electrolysis with innovative ODC technology” won first prize in the 2012 ThyssenKrupp Innovation Contest.

ThyssenKrupp techforum 1 I 2013

Foreword / 03

Dear Readers,

Innovations are the basis for a successful future. This is truer now than ever. Long-term trends such as population growth, urbanization and globalization of the movement of goods mean that demand is constantly rising. The world needs “more”. But natural resources are finite. We need “better” solutions and products: We must use energy more efficiently, produce consumer and capital goods in a greener way and build more sustainable infrastructure. ThyssenKrupp with its engineering expertise can contribute to making global growth sus-tainable. In this issue of techforum we want to show you some of our outstanding innovations, with particular reference to the winners of last year’s ThyssenKrupp Innovation Contest as well as other successful projects from the Group. ThyssenKrupp Uhde won first prize in the innovation contest. The company developed a new, much more energy-efficient process for chlor-alkali electrolysis. The project was sponsored by the Federal Ministry for Education and Research and involved 13 partners from industry and academia. Offshore wind turbines can now be built much faster, with less noise and at lower cost thanks to a new development from ThyssenKrupp Tiefbautechnik. The company won second prize in the ThyssenKrupp innovation contest for the development of a vibratory hammer to install foundations for offshore wind turbines. Third prize went to a team from ThyssenKrupp Steel Europe for the development of the stiffness-optimized steel/plastic/steel composite LITECOR®. The three-layer material combines the strength of steel with the low weight of plastic along with very high stiffness. A team from ThyssenKrupp Resource Technologies won the special energy and environment innovation award for a new drive concept for cement mills. The vertical roller mill Quadropol RD can produce finer cements with higher contents of foreign material. The proportion of clinker in the cement can be reduced, which means significantly lower CO2 emissions along with other advantages for plant operators. If we are not to leave innovation to chance, we need creative employees, networks, processes and tools. This issue also focuses on ThyssenKrupp’s efforts to make technological success reproducible. Excellent innovators are thin on the ground. A report from Corporate Center Human Resources shows how ThyssenKrupp finds innovative talent and retains it with attractive programs, high-lighting the opportunities these programs open up for participants and ultimately the Group. ThyssenKrupp has numerous long-standing connections with academic institutions around the world; we carry out successful projects with them in partnerships, workshops and training programs. Our customers are at the center of everything we do. Meeting customer requirements fully and profitably through new and improved products and processes is the aim of the Six Sigma methodology. We report on a number of example projects that use it. Finally, ‘Industry 4.0’ is the key word in a report on powerful software and engineering tools being used by our companies to meet the challenges of the latest industrial revolution. I hope you enjoy reading this issue and gaining an interesting insight into the world of innovation.

Yours,

Dr.- Ing. Heinrich HiesingerChairman of the Executive Board of ThyssenKrupp AG


04 / Content

08 / Local heat for the paint shop comes directly from the farm

DIPL.-ING. RAINER SCHOLZ, DIPL.-ING. THOmAS WöRmANN ThyssenKrupp Bilstein GmbH

The waste heat from two combined heat and power plants on the Ulmenhof farm near Mandern in the federal state of Rhineland-Palatinate used to simply escape into the air. Now farmer Ralf Backes uses it to heat water which he pipes to the neighboring ThyssenKrupp Bilstein plant. It’s a textbook example of how waste heat can be utilized in industrial processes. The auto part business, which with over 800 employees produces shock absorbers and air suspension systems for various German and international automobile manufacturers, has now halved its energy costs.

12 / EVOLUTION® BLUE Designed for the needs of tomorrow

DIPL.-ING. (FH) CARSTEN BLESSING ThyssenKrupp Aufzugswerke GmbH

NICOLA DANGERFIELD ThyssenKrupp Aufzüge GmbH

The future needs innovation. The new elevator design concept EVOLUTION® BLUE sets new standards forflexibility,shaftefficiency,energysavinganddesign.Itusesmaterialsofthehighestquality.

24 /

18 /12 /08 /

36 /30 /


Content / 05

18 / Energy-saving chlorine production Chlor-alkali electrolysis using innovative cathode technology

DIPL.-ING. PETER WOLTERING, DR.-ING. PHILIPP HOFmANN, FRANK FuNCK, DR.-ING. RANDOLF KIEFER,

DR.-ING. uLF-STEFFEN BäumER, DR.-ING. DIPL.-WIRT.ING. DmITRI DONST, DR.-ING. CARSTEN SCHmITT Thyssen Krupp Uhde GmbH

Chlorine is used in the synthesis of almost two thirds of all chemical products. Producing chlorine from salt by electrolysis is a very energy-intensive process. Through their joint venture UHDENORA S.p.A., ThyssenKrupp Uhde and Industrie De Nora S.p.A. have played a major part in the development of a globally available technology that can produce chlorine using up to 30 percent less energy than conventional processes. It uses oxygen depolarized cathode technology with an innovative new cathode chamber design in an Uhde single- cell element. In Germany alone, converting all existing plants to the new technology would save enough electricity to power a city the size of Cologne.

24 / Quadropol RD The world's first vertical roller mill with driven rollers

DR.-ING. THOmAS SCHmITZ, DIPL.-ING. mARKuS BERGER, DIPL.-ING. HEIKO FORNEFELD, DIPL.-ING. LuDGER KImmEyER

ThyssenKrupp Resource Technologies GmbH

Thecementindustryincreasinglyrequiresenergy-efficientgrindingsystemsfortheproductionofultra-fine cements. The vertical mill with driven rollers meets this requirement thanks to the innovative design of its drive system. Although no CO2emissionsarereleasedinthemillitself,themillcontributestoreducingspecificCO2 emissionsintheproductionofultra-finecompositecements.

30 / On-board sea state calculation – Data mining at seaee DR. RER. NAT. ANDREAS DIEKmANN, DR.-ING. FLORIAN DIGNATH, DR. RER. NAT. QINGHuA ZHENG TechCenter Control Technology

DIPL.-ING. mANuEL SCHARmACHER ThyssenKrupp Marine Systems GmbH

InateameffortbetweenTechCenterControlTechnologyandThyssenKruppMarineSystemsGmbHamethod was developed for mathematically determining sea state conditions directly from the motion data of a ship, i.e. without the use of additional, e.g. radar-based sensors. The method is based on data mining, a technique previouslyusedmainlytoanalyzecomplexsystemsinfinanceandsocialscience.Thedevelopmentofthis methodshowsthatdataminingcanalsobeusedeffectivelyinatechnicalcontextforextractingparameters that are not or not directly measurable. This is also becoming increasingly important for process control and optimization in industrial facilities.

36 / Virtual commissioning of production lines mARCEL LIEBAuG, DR.-ING. mATTHIAS HARTmANN ThyssenKrupp System Engineering GmbH

Building body-in-white production lines is a highly complex task which has to be completed successfully within an extremely tight schedule. With its virtual commissioning process, ThyssenKrupp System Engineering employsamethodfromthedigitalfactorytoolboxwhichmakeseffectiveuseoftheavailabletimeframeand reduces cost of quality. This method involves combining three-dimensional digital CAD (Computer Aided Design) plant models with the functionality and logic of PLC and robot programs based on the hardware- in the-loop (HIL) principle in such a way that the programmed behavior of the plant can be analyzed and corrected as required. ThyssenKrupp System Engineering uses this method successfully in client projects and is developing it further all the time.


06 / Content

42 / Offshore wind turbine foundations Development of a special vibratory hammer with enhanced function

Dr.-Ing. Johannes Köcher, DIpl.-Ing. DIrK UlrIch ThyssenKrupp Tiefbautechnik GmbH

To ensure that steel jacket foundations for offshore wind turbines are securely anchored, they are fixed to the seabed by means of "pins". The pins consist of pipe piles weighing up to 140 metric tons, and are driven into the seabed by a vibratory hammer and then anchored by impact driving. ThyssenKrupp Tiefbautechnik has modified a vibratory hammer so that it can pick up the piles horizontally directly from the working ship or pontoon and then vibrate them vertically into the ground. This significantly reduces installation times and foundation costs

48 / LITECOR® The new way to build lighter cars

Dr.-Ing. ThorsTen Böger, DIpl.-KaUfm. (fh) olIver mIDDelhaUve ThyssenKrupp Steel Europe AG

Cost, weight and performance are three central factors when it comes to building cars. Modern vehicles are expected to be affordable and light yet at the same time meet high performance and safety standards. This places increasingly high demands on the materials used. The way forward could be hybrid materials, i.e. materials such as LITECOR®, an extremely stiff steel/polymer composite that combines the high strength of steel with the low weight of plastic and creates new opportunities for reducing weight in the car body.

60 /

54 /48 /42 /

72 /66 /


Content / 07

54 / ThyssenKrupp – Focus on young professionals Engineeringexpertiseinthefieldoftensionbetweengrowthandenvironmentalprotection

m.A. HELGE KROLL, DIPL.-KFFR. (FH) SARAH HEIDELBERG, DIPL.-KFm./m.SC. ANDREAS BAuSENWEIN ThyssenKrupp AG

Maintaining a presence at universities and technical colleges is becoming increasingly important for ThyssenKrupp. The technology group showcases itself as an attractive employer and establishes contact with students at an early stage. ThyssenKrupp has maintained close links with its partner universities in Aachen, Berlin, Bochum, Dortmund and Dresden for many years. Partnerships also exist with many other universities and technical colleges across Germany as well as with universities in Brazil, China, Japan and Russia. Career entry programs areorientedtothespecificrequirementsofthedifferenttargetgroups.The“NEXTGENERATION”internprogram isofferedtothebestinterns.Inselectedeventstheyaresystematicallypreparedfortheirsubsequentcareers intheGroup.ThePhDprogram“YOURINNOVATION”offersacademicswithresearchintereststheopportunity to work on the latest technologies in the Group. In the Group trainee program “Create (y)our future”, trainees learnaboutthestrategicandoperatingaspectsofvariousfieldsofactivityandbusinessareas.International project assignments round out the preparation for key positions in the Group.

60 / Innovation factor cooperation ThyssenKrupp Elevator puts its faith in university partnerships worldwide DIPL.-WIRTSCH.-INF. (FH)/mBA SASCHA FRömmING, DIPL.-ING. (FH) THOmAS EHRL ThyssenKrupp Elevator AG

DIPL.-ING./m.A.S. JAvIER SESmA ThyssenKrupp Elevator Innovation Center, DIPL.-ING. THOmAS FELIS ThyssenKrupp Elevator Americas

DIPL.-JOuRN. (FH) JENS HOLTGREFE ThyssenKrupp Business Services GmbH

Especially at a time of advancing globalization and technological change, innovation is essential to ensure competitiveness and economic growth. But innovation is not just about developing and deploying new technologies: Above all, sustainable innovation requires highly trained specialists and increasingly also an extensive exchange of knowledge between business and research. Experts believe this cooperation is key to the future of industry and society. In recent years ThyssenKrupp Elevator has continuously expanded its partnerships with universities around the world. This process has been accompanied by a radical change in the company’s approach to innovation management.

66 / Six Sigma and Lean as part of operational excellence activities at ThyssenKrupp

DIPL.-ING. PETER KRECHEL ThyssenKrupp AG, B.ENG. mARCIO R. TASSONI ThyssenKrupp Metalúrgica Campo Limpo Ltda.

SIByLLE DEGENHARDT ThyssenKrupp Schulte GmbH, DIPL.-KFm. THORSTEN ZAuBER ThyssenKrupp Steel Europe AG

At ThyssenKrupp, processes and products are constantly under review. In addition to skilled and motivated employees this frequently requires the use of methods and tools from the Operational Excellence toolbox. The use of these tools in administration, production and logistics is illustrated with reference to several examples.

72 / Engineering tools as a basis for Industry 4.0

DR.-ING. DIRK ZIESING, DIPL.-ING. NIKLAS HOCHSTEIN ThyssenKrupp AG

Industry 4.0 – the fourth industrial revolution – is a topic of much discussion in the trade press and presents ThyssenKrupp with a number of challenges. Mastering the growing share of electronic and software components in products, the increasingly tightly organized and highly integrated development process, as well as the seam- lessandhighlyflexibleinterfacingofproductionprocessesarekeycompetenciesfortheGroupgoingforward. Real and virtual products are increasingly merging together. In this connection, the use of software tools in engineering and linking them seamlessly plays a central role as infrastructure for product knowledge.


08 /

Local heat for the paint shop comes directly from the farm DIPL.-ING. RAINER SCHOLZ Head of Plant Service

ThyssenKrupp Bilstein GmbH Mandern

DIPL.-ING. THOmAS WöRmANN Head of Marketing

ThyssenKrupp Bilstein GmbH Ennepetal

Waste heat from the two combined heat and power plants supplies the energy for the local heat supply.


Local heat for the paint shop comes directly from the farm / 09

Heat supply at the ThyssenKrupp Bilstein plant in MandernDistrict heating is a well-known form of heat supply. The idea of trans-porting thermal energy is nothing new. Even the Romans channeled hot water into buildings in order to heat the floors. Today, the Hans Bilstein plant in Mandern, Rhineland-Palatinate, is proving that district heating with locally produced heat can more than halve energy costs in whole sections of an industrial production facility. With a workforce of over 800 employees, the ThyssenKrupp Bilstein plant produces shock

absorbers and air suspension systems for various German and inter-national automobile manufacturers, from Smart to Mercedes-Benz to Porsche. Instead of into the air, the neighboring “Ulmenhof” farm directs the waste heat from two combined heat and power plants into the Hans Bilstein plant via an approximately 700-meter long supply and return pipe / Figs 1 to 3 /. For two years now, the suspension specialists have been using the 90 °C water to preheat the paint shop for shock absorbers. It has been a doubly successful experiment. The ThyssenKrupp company has saved around 218,000 liters of heating oil over that period. And the environment benefits as well: this clever use of locally produced heat means that the Mandern plant’s CO2

emissions into the atmosphere have been cut by some 5.7 metric tons since the system went into operation.

Local heat from the neighboring farmOwned and run by the Backes family, the Ulmenhof farm situated within sight of the ThyssenKrupp Bilstein plant has operated a biogas plant since 2006, which uses renewable raw materials to produce a gas mixture containing 55 percent methane. “The plant functions like a cow, which eats corn, grass or grain and, besides manure, also produces methane”, explains Ralf Backes. The resourceful farmer initially used the methane to operate two combined heat and power plants (CHPs). The electricity they produced was fed into the grid, while the waste heat escaped unused into the air – a situation very much deplored by the enterprising and environmentally-conscious energy supplier. Meanwhile, just 700 meters away Rainer Scholz, head of plant service at the ThyssenKrupp Bilstein plant, was racking his brains to find a way of cutting the energy costs and environmental impact caused by the facility’s annual consumption of 22 gigawatts of electricity and 500,000 liters of heating oil. Sustainable production had, after all, long been a priority issue at ThyssenKrupp Bilstein.

The waste heat from two combined heat and power plants on the Ulmenhof farm near Mandern in the federal state of Rhineland-Palatinate used to simply escape into the air. Now farmer Ralf Backes uses it to heat water which he pipes to the neighboring ThyssenKrupp Bilstein plant. It’s a textbook example of how waste heat can be utilized in industrial processes. The auto part business, which with over 800 employees produces shock absorbers and air suspension systems for various German and international automobile manufacturers, has now halved the energy costs of its paint shop.

Fig. 1 / In the foreground the Ulmenhof farm owned and run by the Backes family; its biogas plant supplies up to 500 kW of heat to ThyssenKrupp Bilstein’s

Hans Bilstein plant which can be seen in the background.


10 / Local heat for the paint shop comes directly from the farm

The Hans Bilstein plant is situated near Mandern, a small town in the administrative district of Trier-Saarburg, where it has been involved in the production of components for the automotive industry since 1956. Each day sees up to 27,000 units leave the production line – where necessary around the clock six days a week; that makes for an annual output of over 3 million shock absorbers. Production is planned to be ramped up to five million units per year by 2015. Robots with four/six movable axes, two gripper arms and two holders weld damper tubes and eyes together, manufacture conventional monotube and twin-tube dampers as well as active suspension systems. Other machines stamp around 600,000 valve spring washers per day. Heating, punching and milling are all part of the plant’s daily activities. The plant requires particularly large amounts of process heat for the preheating of shock absorbers in washing baths and for phosphating in the paint shop. Piston rods are passed through chrome baths here. Damper tubes glide through the plant at ten-centimeter intervals, later to gleam in yellow for Porsche, green for Jaguar or black for Mercedes-Benz. Until the telephone call from farmer Backes, this area of the plant had been particularly dependent on expensive heating oil, since technical reasons ruled out the operation of an in-house CHP or the use of a photovoltaic system; there was no gas connection for a CHP and the production halls weren’t strong enough to support the installation of sun collectors. Nor was wind power an option, given the plant’s valley location. The solution ultimately came from the farm next door. Via heat exchangers, the water used to cool the CHPs is heated by the thermal energy generated by the CHPs. The heat flows with the water to the ThyssenKrupp Bilstein plant where it is then released via heat exchangers into the paint shop’s

heating circuit. The cooled water finally flows back to the Ulmenhof farm via the return system. The release of unused waste heat into the environment thus became a thing of the past, while the overall efficiency of the plant improved immensely. Following initial talks, the collaboration between farm and state-of-the-art production facility began in late 2008. A year later the project had its official start with the signing of a heat supply contract. Once the details had been agreed, Farmer Backes invested around Euro 200,000 in the installation of the requisite heat pipes.

Exemplary resource conservationAfter a two-year approval and construction period, hot water began flowing from farm to production plant via a system of plastic-coated steel pipes in spring 2011. However, there is more to the system than supply and return pipes. The heat exchangers and controls are state-of-the-art. An energy management system precisely regulates the amount of heat, and an annual output of up to three million kilowatt hours is possible with a connected rating of 400 kW. The Mandern facility currently uses around 280 kW of heat output for the paint shop’s pretreatment, rinsing and phosphating baths. As the potential of the plant’s heat supply was not yet fully exploited, ThyssenKrupp Bilstein installed an additional heat exchanger with an output of 80 kW for the air supplied to the driers in the paint shop, enabling the drier air to be preheated to 60 °C. To date, the plant has already supplied 2,149 MWh, corresponding to heating oil savings of 218,000 liters per year since start or over 8,000 liters per month, and a 5.7 t reduction in CO2 emissions. The raw materials for the biogas plant at the beginning of the chain are also sourced locally. 70 percent of the corn and grass silage as well as the liquid manure of 120 cattle come from the Ulmenhof

Fig. 2 / The energy is pumped to the neighboring Hans Bilstein plant

via this pumping station.

Fig. 3 / Section of the 700-meter supply line through which hot water

is pumped to the plant at temperatures of up to 90 ºC.


/ 11

farm / Figs 4 to 6 /. 12 t of silage is required per day for the generation of up to 400 kW of heating power for ThyssenKrupp Bilstein and 3 MW of electricity. The so-called fermentation residue is spread on the fields as dung, completing the eco cycle. Rainer Scholz is enthusiastic. “I can only appeal to all businesses to check whether they have com-parable local sources of energy they can use. The sustainable use and protection of natural resources makes Mandern a role model for other industrial facilities.”

Conclusion and outlookThe system is to be ramped up to 500 kW in the future. The additional energy will then be used for pretreatment in the second paint shop. This will enable the energy costs incurred by ThyssenKrupp Bilstein in Mandern to be reduced even further and ensure even more ecologically effective use of the waste heat from the two CHPs. Mandern is moving with the times; as of this year, energy-intensive companies will be required to have energy management systems in place if they wish to benefit from tax reductions. In the future an EU standard will specify the requirements for operational energy management systems of this

type, so it is worthwhile for the companies in question to act in good time. As well as making savings they can also benefit from increased energy efficiency. ThyssenKrupp Bilstein has had ISO 14001 environmental certification since 1997 and, following the establishment of a comprehensive energy management system, achieved ISO 50001 certification this year – an important building block towards greater resource efficiency. The Mandern site is also participating in the Trier/Rhineland-Palatinate energy efficiency network which has been launched by the Ministry of the Environment with 30 pilot networks throughout Germany and has highlighted a large number of savings opportunities: lighting, roof and window insulation, green IT, the use of energy-efficient motors and pump systems, as well as the optimization of the compressor systems in use, all help towards saving energy on a sustainable basis. Under this project, ThyssenKrupp Bilstein set itself the goal of cutting its energy consumption by 7.5 percent within two years. The target was achieved after just one year – thanks in part to the local-heat project.

Fig. 4 / Methane gas is formed from the mixture of liquid manure and grass silage in the reactors; this gas then serves the combined heat and power plant as fuel.

Fig. 6 / The “energy producers”Fig. 5 / Feeding of the plant with grass silage, a key part of the fermentation process


12 /

EVOLUTION® BLUEDesigned for the needs of tomorrow

DIPL.-ING. (FH) CARSTEN BLESSING Head of Product Service

ThyssenKrupp Aufzugswerke GmbH Neuhausen

NICOLA DANGERFIELD Head of Sales Support /Marketing Communication

ThyssenKrupp Aufzüge GmbH Stuttgart

The modular design of the EVOLUTION® BLUE permits maximum flexibility.


EVOLUTION® BLUE – Designed for the needs of tomorrow / 13

The future needs innovation. The new elevator design concept EVOLUTION® BLUE sets new standards for flexibility, shaft efficiency, energy saving and design. It uses materials of the highest quality.

Machineroom-less elevator in intelligent modular designThyssenKrupp Aufzugswerke originally developed the EVOLUTION® BLUE for the new installation market. The system was aimed in particular at upscale administrative and commercial buildings as well as projects involving very sophisticated requirements in terms of design, sustainability, quality, reliability and comfort. But the elevator market in Europe is changing. 346,000 existing installations will require modernization or replace-ment in the coming years. This situation offers further potential for the millimeter-flexible EVOLUTION® BLUE system. The EVOLUTION® BLUE is an intelligent modular system for creating a machineroom-less elevator / see title picture of the report /. Different components can be employed depending on requirements. ThyssenKrupp Aufzugswerke offers a single shared platform with a common control system for high-speed passenger and freight transportation in buildings. Thanks to the common control system, various elevators can be combined simply into elevator groups capable of coordinating and handling higher traffic volumes faster. Incompatibilities between new and modernized systems are now a thing of the past, and installation and servicing are made much easier.


14 / EVOLUTION® BLUE – Designed for the needs of tomorrow

Another special feature of the EVOLUTION® BLUE is its new regenerative frequency inverter RPI / Fig. 5 /. In combination with the E.COR® controller RPI allows the energy generated during downward elevator travel to be used by other building systems, making the EVOLUTION® BLUE a temporary in-house power source. For owners this can meanasignificantreductionofbuildingservicecosts. But energy recovery isn’t all. To reduce energy require-ments in periods of low use the E.COR® controller has a multi-stage system that first puts components such as operating panels, inverters and car lighting into standby mode and then switches the converter to sleep mode to reduce operating costs to a minimum. Thanks to these various energy-saving possibilities, installed systems can meettherequirementsofVDI4707energyefficiencyclassA.

The platform system offers rated loads from 320 to 4,000 kg, compact dimensionswith amaximumof flexibility, car widths of 1,000 to 3,000 mm, car depths of 1,100 to 3,000 mm in millimeter increments, speeds of up to 3.0 m/s and rises of up to 100 m. EVOLUTION® BLUE therefore meets the needs of both the new installation and modernization market.

FlexibilityThesystemsetsnewstandardswithitshighshaftefficiency: For example, with a rated load of 1,250 kg an excellent ratio of cabin to shaft space of up to 68% is possible / Fig. 1 /. Each EVOLUTION® BLUE elevator is designed individ-ually at ThyssenKrupp Aufzugswerke using value analysis. Thanks to sophisticated calculations, the optimum solution in terms of price and shaft efficiency can be determinedearly in the quotation phase. In certain cases, reduced pit and headroom dimensions are also possible / Fig. 2 /. Tooffercustomersawidedesignchoice,e.g.forcabinequipment, EVOLUTION® BLUE also permits high additional car weights. In addition to the ThyssenKrupp Bi-Colour design, features can be customized to meet the most sophisticated requirements.

The heart of the EVOLUTION BLUE®

The level of innovation contained in EVOLUTION® BLUE is illustrated by its advanced E.COR® controller / Fig. 3 /. As the heart of the system, E.COR®featuresatrafficpredictiontoolthat identifieswithinsecondswhetherthereishighorlowtrafficinthebuilding.Speed,acceleration,decelerationand “door open times” can then be adjusted individually depending on usage. The system responds automatically to changing requirements. By switching to high-speed mode at busy times and ECO mode during periods of lighter use, E.COR® reduces waiting and travel times as well as energy requirements to a minimum / Fig. 4 /.

Fig. 1 / Optimum space utilization thanks to modular component system

Car width

Car width ISO

Door width variable in 10 mm increments

Car depth EVOLUTION® BLUE

Car depth ISO


Fig. 2 / Reduced pit and headroom dimensions are an option.


Pit

Shaft footprint

Overhead


16 / EVOLUTION® BLUE – Designed for the needs of tomorrow

which customers can select and combine for the top and bottom panels. This diversity offers something for almost every taste, with no limits to creativity. Printed wall panels are also possible on request. An EVOLUTION® BLUE app for Apple iOS and Android and a detailed online cabin design configurator support customers in selecting and checking out their preferred cabin design. A recently introduced ePlanning tool also provides fast and simple support in calculating shaft dimensions for the EVOLUTION® BLUE. The online tool makes it easy to design the optimum cabin. For example, if existing shaft dimensions are known, ePlanning can quickly calculate the largest possible cabin width and depth.Ifontheotherhandspecificcabsizesaredesired, customers can calculate the minimum dimensions of the shaft with just a few mouse clicks.

The EVOLUTION® BLUE also sets new standards when it comes to safety. Stopping accuracy of +/-1 mm mini- mizes trip hazards and reduces one of the major accident risks in buildings.

DesignEven in its standard version, the EVOLUTION®BLUEoffersa wide range of design options. In addition to the classic Vertical Design with its stainless steel or powder-coated surfaces, the innovative ThyssenKrupp Bi-Colour Design impresses with its replaceable wall panels / Fig. 6 /. Durable and recyclable materials are used which meet the requirements of building certification systems such as DGNB (Deutsche Gesellschaft für Nachhaltiges Bauen) and LEED (Leadership in Energy and Environmental Design). With the Bi-Colour Design, there is a range of 29 wall materials

Fig. 4 / The E.COR® operating modes are displayed on the panel.

Fig. 5 / RPI – the regenerative frequency converter Fig. 3 / E.COR® – the intelligent elevator controller

High-speed mode for high-frequency usage

Eco modefor low utilization and breaks in operation

Regeneration modeindicates energy regeneration



Thanks to the regenerative frequency converter RPI in conjunction with the innovative E.COR® controller, energy generated during downward elevator travel can be used by other building systems, making the EVOLUTION® BLUE a temporary in-house power source. For owners this can meanasignificantreductionofbuildingservicecosts. With this innovative combination of an intelligent, flexibleelevatorsystemandmoderndigital toolsfordesignand technology, ThyssenKrupp Aufzugswerke is ideally placed to meet the elevator challenges of the future.

ConclusionEVOLUTION® BLUE is a machine room-less passenger elevator that uses materials of the highest quality. It features numerous technical innovations coupled with uniqueflexibility allowingmillimeter-precisedimensioning. Whether it’s a new system or a modernization – the modular EVOLUTION® BLUE can be easily installed in existing or planned building shafts.

Fig. 6 / The wall panels in the EVOLUTION® BLUE are easily replaceable.


18 /

Energy-saving chlorine productionChlor-alkali electrolysis using innovative cathode technology DIPL.-ING. PETER WOLTERING, DR.-ING. PHILIPP HOFmANN, FRANK FuNCK, DR.-ING. RANDOLF KIEFER, DR.-ING. uLF-STEFFEN BäumER,

DR.-ING. DIPL.-WIRT.ING. DmITRI DONST, DR.-ING. CARSTEN SCHmITT Thyssen Krupp Uhde GmbH, Dortmund

Demonstration plant at Bayer MaterialScience, Uerdingen, annual capacity 20,000 metric tons


Energy-saving chlorine production – Chlor-alkali electrolysis using innovative cathode technology / 19

Chlorine is used in the synthesis of almost two thirds of all chemical products. Producing chlorine from salt by electrolysis is a very energy-intensive process. Through their joint venture UHDENORA S.p.A., ThyssenKrupp Uhde and Industrie De Nora S.p.A. have played a major part in the development of a globally available technology that can produce chlorine using up to 30 percent less energy than con-ventional processes. It uses oxygen depolarized cathode technology with an innovative new cathode chamber design in an Uhde single-cell element. In Germany alone, con-verting all existing plants to the new technology would save enough electricity to power a city the size of Cologne.


20 / Energy-saving chlorine production – Chlor-alkali electrolysis using innovative cathode technology

Conventional chlorine productionChlorine is one of the most commonly produced basic chemi-cals in the world: 80 million metric tons are manu-factured every year, mainly by chlor-alkali electrolysis. The element is needed among other things to synthesize plastics, medi-cines, pesticides, products for the treatment of drinking water, and for the synthesis of high-purity silicon for electronic and photovoltaic applications. In conventional chlor-alkali electrolysis, an aqueous solution of sodium chloride (salt) is decomposed by electrical energy / Fig. 1 /. The negative chloride ions migrate to the positively charged electrode (anode) where they each give up one electron: This produces chlorine gas (Cl2). The situation at the negatively charged electrode (cathode) is more complicated. Water (H2 O) always contains a small amount of oxonium ions (H2O+) and hydroxyl ions (OH-). At the cathode, the oxonium ions pick up electrons to form hydrogen gas (H2). The remaining sodium ions and the hydroxyl ions combine to form sodium hydroxide solution. Conventional chlor-alkali electrolysis therefore produces chlorine at the anode and sodium hydroxide solution and hydrogen at the cathode / Fig. 2 /. The electrolysis process must keep the anode and cathode products separated, otherwise undesired by- products would be formed such as chlorine detonating gas and sodium hypochloride. In general there are three industrial chlor-alkali electrolysis processes which differ in the way they achieve this separation: 1. Diaphragm cell process, in use since 1885 2. Amalgam (mercury cell) process, in use since 1892 3. Membrane electrolysis, first used to produce chlorine on an industrial scale in 1975.

ThyssenKrupp Uhde has been building chlor-alkali electro-lysis plants for customers from the chemical industry for more than 50 years, initially based on the amalgam and diaphragm cell processes and more recently using eco-friendly membrane technology. A look at the energy requirements of these three processes shows why / Fig. 3 /: For each ton of chlorine produced, the amalgam and diaphragm processes require 3,100 to 3,900 kWh of electricity. Membrane electrolysis needs around 30 percent less power: A ton of chlorine can be produced using 2,400 to 3,000 kWh.

Principle of the new electrolysis processThyssenKrupp Uhde and later UHDENORA S.p.A – the joint venture formed by ThyssenKrupp Uhde and Industrie De Nora S.p.A. – has been involved in the development of a fourth process since the late 1990s. Although it is a variant of membrane electrolysis, the new process differs significantly from all three established methods of chlor-alkali electrolysis. It follows a different reaction equation / Fig. 4 /, does not produce any hydrogen, and offers the advantage of a further significant reduction in power requirements. In the new process, the anode chamber and the membrane separating it from the cathode remain un- changed. But the conventional cathode is replaced by an oxygen depolarized cathode (ODC), in which added oxygen reacts with water in a 3-phase process, forming hydroxyl ions. As oxygen is consumed in this process, the gas diffusion electrode is frequently referred to as an oxygen consuming or oxygen depolarized cathode. The reaction takes place at a voltage roughly one volt lower than in the

Fig. 2 / Reactions in conventional

chlor-alkali electrolysis: Fig. 1 / Conventional chlor-alkali electrolysis process

Membrane CathodeAnode

2 NaCl + 2 H2O Cl2 + 2 NaOH + H2

Diluted NaOH solution

Concentrated NaOH solution

H2CI2

CI2

CI-

H2O

OH-CI-

Na+

H2O

OH-

H2

Pure brine

Weak brine



standard electrolysis process, which is ultimately also the reason for the reduced electricity consumption. / Fig. 5 / shows the principles of the membrane cell with ODC.

Successful collaborationThe idea of a chlor-alkali electrolysis process using ODC was first put forward over 50 years ago. But with electricity remaining inexpensive for many years, the technology never made the breakthrough, despite various attempts. Success finally came through collaboration between Bayer Material Science, ThyssenKrupp Uhde and Industrie De Nora S.p.A., along with a joint project involving a further ten scientific and industrial partners. Germany’s Ministry of Education and Research funded the project from 2006 to 2010 as part of its ‘klimazwei’ climate protection program. On May 13, 2011 Bayer MaterialScience started operation of a demonstration plant / Fig. 6 / in Uerdingen with an annual capacity of 20,000 tons of chlorine – built by

ThyssenKrupp Uhde. Following more than two years’ operation, during which the plant actually exceeded expec-tations for reliability and energy savings, ThyssenKrupp Uhde and UHDENORA S.p.A. started offering the new chlor-alkali electrolysis process with ODC worldwide in June 2013. One important aspect is that existing membrane electrolysis plants can be easily converted to the new method by replacing the cathode and modifying the feed and outlet lines.

Innovations in detailThe project partners have mastered two main challenges: Firstly, Bayer MaterialScience developed and produced oxygen depolarization cathodes which meet requirements for functional durability and display excellent chemical and mechanical resistance even with a surface area of almost 3 m2. Oxygen depolarization cathodes had been used previously in fuel cell technology, but these were smaller

Fig. 3 / Energy requirements for different chlor-alkali electrolysis processes

Amalgam process Diaphragm process membrane process ODC process*

DC current consumption 3,200 – 3,600 2,300 – 2,900 2,200 – 2,600 1,600 – 1,700

kWh/t chlorine

Steam requirements for production 0 800 – 1000 200 – 400 200 – 400

of 50% sodium hydroxide solution

kWh/t chlorine

Total energy requirements 3,200 – 3,600 3,100 – 3,900 2,400 – 3,000 1,800 – 2,100

kWh/t chlorine

* Results from pilot plant at Bayer MaterialScience (incl. energy required to produce the necessary oxygen by air separation)

Fig. 5 / Chlor-alkali electrolysis with ODC

Pure brine

Diluted NaOH solution

Weak brine

Concentrated NaOH solution

CI2

OD

C

CI2

CI-

O2H2O

O2

OH-

OH-CI-

O2 + H2O

Na+

H2O

Fig. 4 / Reactions in chlor-alkali electrolysis

with Oxygen Depolarized Cathode (ODC)

2 NaCl +H2O +½O2 Cl2 + 2 NaOH


22 /

than 0.05 m2. It was not possible to simply scale them up: The developers had to modify numerous parameters such as gas tightness, catalyst, and wettability with sodium hydroxide solution. The pore size of the electrode also had to be adapted. The porous structure of the electrode greatly increases the surface area on which the chemical reaction can take place: This is necessary to allow an oxygen reaction capacity of around 3 cubic meters per hour on a single electrode. Secondly, the engineers from ThyssenKrupp Uhde and Industrie De Nora S.p.A. solved a problem caused by the height requirements of the commercial-scale electrolysis cells: In the cathode compartment of a conventional cell, the sodium hydroxide solution forms a liquid column in which the hydrostatic pressure is higher at the bottom than at the top / Fig. 7 /. The oxygen pressure is constant over the full height of the cell. In the ODC this means that sodium hydroxide solution floods into the pores at the lower end of the electrode and oxygen penetrates the upper pores. The so-called three-phase zone forms only in the middle of the electrode. Here the pores contain sufficient oxygen and sodium hydroxide solution and an electrocatalytic surface is available. That means the electrochemical reaction only takes place in the middle of the ODC, and the oxygen depolarization cathode (ODC) operates as required. In principle there are several design possibilities for cathode compartments in which the height dependence of the hydrostatic pressure in the electrolyte is not relevant. For example, the oxygen channel could be divided into different “gas bells” in which the pressure is set individually

/ Fig. 8 /. Although there are pressure differences within the gas bells, these would be tolerated by the ODC. Bayer MaterialScience originally pursued this design with its cooperation partners until 2006, when it became evident that its industrial implementation would require considerable technical outlay. The partners then turned to a different principle, which was put forward by ThyssenKrupp Uhde and Industrie De Nora S.p.A. and had already been tested in small electrolysis cells / Fig. 9 /: Here, the sodium hydroxide solution percolates downwards from the top through a porous material, keeping the sodium hydroxide solution and

Fig. 7 / Pressures in the cathode compartment without

design countermeasures

Fig. 6 / Demonstration electrolysis plant at Bayer MaterialScience in Uerdingen

Bottom of the cathode

ODC(Oxygen Depolarized Cathode)

NaOHIncreasing caustic pressure from topto bottom of cell

O2

Constant gas

pressure

∆p

∆p

Top of the cathode

Mem

bran

e



oxygen pressure constant throughout the cell. The sodium hydroxide solution forms a trickle film on the porous percolator. The demonstration plant ‘chlor-alkali electrolysis with ODC’ in Uerdingen uses this principle and operates extremely reliably.

Energy and cost savingsWhen comparing the energy and cost efficiency of the new ODC technology with established chlor-alkali electrolysis processes, a number of factors need to be taken into account. On the one hand, the cell voltage is lower in chlor-alkali ODC technology, which significantly reduces energy requirements. On the other hand, the new technology – unlike the conventional processes – requires oxygen, which is normally produced by liquefying and distilling air. The energy required for this reduces the savings. Furthermore, conventional plants produce not only chlorine and sodium hydroxide solution but also hydrogen, which can be put to widely varying uses depending on location. Sometimes it is used as a raw material for chemical synthesis processes, sometimes as a fuel, and sometimes it is not used at all. When looking at the overall ecological and economic picture this makes a big difference, because hydrogen is worth considerably more as a raw material for chemical synthesis than as a fuel. In this respect ThyssenKrupp Uhde and UHDENORA S.p.A. always offer to cost the conversion or construction of a plant with specific reference to their customers’ locations. Irrespective of this, the new technology requires less energy than established electrolysis processes, allowing savings on electricity of up to 30 percent / Fig. 10 /. The carbon dioxide (CO2) emissions from power plants are correspondingly lower.

ConclusionThyssenKrupp Uhde and UHDENORA S.p.A. recently brought a new electrolysis technology to the global market for the energy-saving production of chlorine. Converting all Germany’s chlor-alkali electrolysis plants to this new ODC technology would reduce total electricity requirements in Germany by one percent and cut CO2 emissions by around three million tons. Worldwide, the technology has the potential to lower CO2 emissions by 20 million tons. The technology was developed to market maturity following years of collaborative research by ThyssenKrupp Uhde, UHDENORA S.p.A. and Bayer MaterialScience along with a publicly funded joint project involving a further ten scientific and industrial partners.

“Chlor-alkali electrolysis with innovative ODC technology” won first prize in the 2012 ThyssenKrupp Innovation Contest.

Fig. 8 / Gas bell design of the ODC cathode Fig. 9 / Percolator design of the ODC cathode

Outlet gas bell

Gas bell 3/4

GDE (Gas Diffusion Electrode)

Gas bell 2/3

Gas bell 1/2

Catholyte gap

O2 + NaOH 32% 210 g NaCl/l +Cl2

Downcomer

Membrane

Baffle plate

300 g NaCl/l

NaOH 30 %

Anode electrode

Downcomer

Membrane

Anode electrode

Collecting-channel

300 g NaCl/l

NaOH 32% 210 g NaCl/l +Cl2

Supportingstructure

Elastic element

ODC

Percolator

O2

NaOH 30%

Fig. 10 / Energy consumption and CO2 emissions of chlor-alkali

electrolysis, based on 50% sodium hydroxide solution

Amalgam Diaphragma

Membrane

ODC

-30%

-30%

-50%

Cathode semi-shell Anode semi-shell


24 /

Quadropol RDThe world's first vertical roller mill with driven rollers

DR.-ING. THOmAS SCHmITZ Senior Executive, Engineering, Cement Production ThyssenKrupp Resource Technologies GmbH Neubeckum

DIPL.-ING. mARKuS BERGER R&D Automation ThyssenKrupp Resource Technologies GmbH Neubeckum

DIPL.-ING. HEIKO FORNEFELD Engineering Design, Roller Mills ThyssenKrupp Resource Technologies GmbH Neubeckum

DIPL.-ING. LuDGER KImmEyER R&D Comminution Technology ThyssenKrupp Resource Technologies GmbH Neubeckum

Roller unit with gear unit and hydraulic system


Quadropol RD – The world's first vertical roller mill with driven rollers / 25

The cement industry increasingly requires energy-efficient grinding systems for the production of ultra-fine cements. The vertical mill with driven rollers meets this requirement thanks to the innovative design of its drive system. Although no CO2 emissions are released in the mill itself, the mill contributes to reducing specific CO2 emissions in the production of ultra-fine composite cements.


26 / Quadropol RD – The world‘s first vertical roller mill with driven rollers

Cement market requirementsThe cement market is characterized by continuous growth. This is being driven by the megatrends of urbanisation and population growth, which result in a constantly increasing demand for cement. The biggest environmental challenge facing the cement industry is the need to reduce specific CO2 emissions so that increasing cement production does not cause an equal rise in CO2 emissions. Today, the cement industry is responsible for 5% of global CO2 emissions. The aim is to reduce specific CO2 emissions by around a third by 2030. The main component of cement is clinker, which is produced at temperatures of approx. 1,450 °C in rotary kiln plants. Clinker is made from a mixture of mineral raw materials, consisting mainly of limestone, clay, sand and some iron ore. The mixture is finely ground and fed into the rotary kiln plant as raw meal. When burned, the components of the raw meal react to form clinker. Due to the fact that partial melting takes place during the reaction, the clinker produced is in the form of granules. To produce Portland cement, the clinker granules are ground to a fine powder together with approx. 4% gypsum, which is added as a setting regulator. At 97%, by far the largest proportion of the CO2 emissions of a cement plant occur during clinker production / Fig. 1 /. In terms of process technology, the CO2

emissions occurring in cement production can be traced to the following three sources: the largest share (61%) is

produced during limestone calcination, 32% comes from the combustion of fuels to provide the energy needed to burn the clinker, and 7% from generating the electricity required in cement production – mainly for grinding and transportation. Process optimizations aimed at reducing the use of thermal energy (fuel) and electrical energy influence only around 40% of the CO2 emissions. Since more than 60% of emissions result directly from the raw materials, reducing the clinker content in cement by increased use of emission-free intergrinding materials is a very effective means of lowering specific CO2

emissions. To reconcile the goals of growth and lower specific CO2 emissions, the cement industry has for some time now been reducing the amount of clinker in cement, i.e. replacing clinker with fly ash, limestone, pozzolana or blast furnace slag. Obviously these cements – known as composite cements – also have to deliver the required concrete strength. While the above intergrinding materials contribute to the ultimate strength of the concrete, they react much more slowly than clinker. To achieve the same strength profiles, the clinker has to react correspondingly faster. This is achieved by grinding the clinker more finely, increasing the surface area available for the setting reaction. For this reason, cement fineness increases with increasing content of intergrinding materials. The need for ever finer cements places increasing demands on grinding and separating equipment.

Fig. 1 / New cements reconcile the goals of growth and CO2 reduction – Lower proportion of clinker in cement as an effective means of reducing specific CO2 emissions

Limestone

Clay

Sand

97% of CO2 emissions are generated during clinker production. No CO2 emissions from additives

Raw meal Clinker

Fuel

Cement mill

Cement

Gypsum

Limestone

Fly ash

Blast furnace slag


Development and introduction of the Quadropol RD (Roller Driven)These increased requirements led to the development of the roller drive for the Quadropol cement mill / Fig. 2 /. Normally, in a vertical roller mill, the table is driven and the material is ground between the grinding table and the grinding roller. However, with increasing fineness it becomes more difficult to maintain continuous operation with this system, because the grinding bed becomes increasingly unstable and strong vibrations then prevent further operation of the mills. If, instead of the table, the individual rollers are driven, the grinding conditions are significantly more stable. Continuous operation can then be ensured even with finer materials. In a broad sense this could be described as the application of all-wheel drive technology to the vertical roller mill. Certainly, the increased demands that are placed on a roller mill by the grinding bed, can be compared with increased demands placed on a car by the road.

As well as being capable of grinding finer cements, the roller-driven Quadropol offers the following environmentally relevant advantages: firstly, there is, the previously mentioned potential for reducing CO2 emissions, because increased fineness allows a reduction in clinker content. Also, up to 50% less electrical energy is required in comparison with the conventional ball mill preferred to date for the production of very fine cements. Furthermore, because the grinding bed is significantly more stable, water consumption is lower than with conventional roller mill technology.

Steps in the development of the new millThe concept was developed in the Research and Develop- ment department of ThyssenKrupp Resource Technologies from 2008 to 2010. Extensive tests were carried out on a laboratory mill (0.6 m table diameter, 60 kW drive capacity) at the test plant facility. The concept and the design of the drive were established on the basis of the test results. In 2011, two of the four traditional roller units of an

Quadropol RD – The world‘s first vertical roller mill with driven rollers / 27

Fig. 2 / Interior of the Quadropol RD mill: view of the grinding table and grinding rollers


28 / Quadropol RD – The world‘s first vertical roller mill with driven rollers

existing industrial roller mill (3.2 m table diameter, 1,000 kW drive power) were upgraded with roller drives. The functionality of the concept and the design of the new drive were impressively verified. In October 2012, the first industrial Quadropol with driven rollers (5.1 m table diameter, 4,500 kW drive power) successfully entered service. The market launch of the Quadropol RD was so successful that two turnkey plants have already been sold / Fig. 3 /. The customers include one of the world‘s biggest cement groups, considered to be the technology leader in the market.

Quadropol RD – design and advantagesThe Quadropol RD has 3 grinding rollers / Fig. 4 /. The general construction of the mill – from the hot gas supply system to the grinding elements, to the separator – is standardized. During development, high availability and a simple maintenance concept were of the highest

priority: Bearings, seals and hydraulic elements have consistently been kept to a minimum, and all parts requiring maintenance are readily accessible. Instead of the often trouble-prone (in the case of big mills) central gear unit beneath the table, the roller drive features three smaller gear units and motors / see title picture of the report / at the same time, the driving torque is reduced. The new drive concept permits optimum adjustment of the speed of the grinding rollers and the grinding track, and thus allows the highest production flexiblity with optimized throughput. Even if one drive train fails, the redundancy of the roller drives means that the mill can continue to be operated at up to 70% of nominal capacity, thus ensuring the best- possible availability.

Customer benefitThe Quadropol can help customers in the cement industry to reduce their CO2 emissions. A numerical example illustrates

Fig. 3 / View of the first industrial Quadropol RD in Mexico. In the foreground: roller drive with motor


Quadropol RD – The world‘s first vertical roller mill with driven rollers / 29

this: By reducing the clinker factor from 0.75 to 0.65, a cement plant producing 5,000 tons of cement per day will reduce CO2 emissions by approx. 135,000 t CO2 per year, the equivalent of the CO2 emissions of 65,000 cars. Related to all cement plants throughout the world, this would reduce emissions by 275 million tonnes of CO2 per year, the equivalent of the annual CO2 emissions of all 140 million cars currently registered in Germany, France and the UK. The benefit for customers is considerable: Taking again the example of a 5,000 tpd cement plant, costs of currently approx. €1 million could be saved in the case of CO2 certificates and electricity consumption could be reduced by up to 50% in comparison with traditional ball mills, which equates to a saving of around €2.5 to 3 million. Water consumption is up to 60% lower. Availability and production flexibility are increased. Throughput rates per plant can be optimized, thus leading to, lower specific investment costs.

ConclusionThe roller drive of the Quadropol RD permits the production of ultra-fine cements in a roller mill. By using a roller mill instead of the traditional ball mill, grinding energy can be reduced by around 50%. This means that ultra-fine composite cements can be produced economically. These cements have a lower clinker content, and help to reduce specific CO2 emissions.

The ThyssenKrupp Resource Technologies Quadropol RD vertical roller mill presented in this article was awarded ThyssenKrupp’s “Energy and Environment” special inno-vation prize in 2012.

Fig. 4 / Interior of the Quadropol RD mill: view of the grinding table and grinding rollers


30 /

The N.R.P. Tridente during sea trials

On-board sea state calculation – Data mining at seaDR. RER. NAT. ANDREAS DIEKmANN Manager Basic Technologies TechCenter Control Technology Munich

DR.-ING. FLORIAN DIGNATH Project Leader TechCenter Control Technology Munich

DIPL.-ING. mANuEL SCHARmACHER Project Leader ThyssenKrupp marine Systems GmbH Kiel

DR. RER. NAT. QINGHuA ZHENG Head of Systems Technology TechCenter Control Technology Munich


On-board sea state calculation – Data mining at sea / 31

conditions. An alternative to radar, automatic analysis of observations of sea conditions over a large area by weather stations and measuring buoys, suffers from the fact that it neglects local conditions in the vicinity of the ship. For this reason, ThyssenKrupp has developed a method for mathematically determining the sea state conditions using the motion data of a ship. The aim was to calculate the sea state from data already available using mathematical methods, without the use of additional sensors. This systematic analysis of measured data is called data mining. Data mining has recently grown hugely in importance as a tool for analyzing complex systems in finance and social science. Its use in sea state analysis shows that data mining can also be employed success-fully in a technical context. In this context it is particularly important to be able to combine technical expertise in the respective field with in-depth knowledge of signaling technology and mathematical analysis. The interdisciplinary team from TechCenter Control Technology and ThyssenKrupp Marine Systems brings these ingredients to the table.

Approach/methodologyThe term ‘mining’ in its original sense means extracting valuable resources that are available but hidden and dispersed in the crust of the earth. Applied to the present subject it could be said that the sought characteristics of the sea state are available in some form in the extensive set of existing data but first have to be extracted using mathematical and in particular mathematical/statistical methods. Like the mining of resources in the ground, data mining also proceeds step by step. Related to the present subject these steps could be described as follows / Fig. 1 /:

° Reading the data: The motion data of the ship is obtained via a data

bus from the navigation of the platform of the ship and GPS (Global Positioning System).

° Data preparation: As the data obtained from measurements are

usually noisy and error-ridden, they are first processed by appropriate methods, for example using filters with suitable time and frequency constants. Such filters can also be used as a first step to extract the main information from the data.

° Data analysis: Using in general several complementary mathematical

analysis methods the desired information, in this case the wave direction, can finally be extracted from the prepared data and made available for the application.

In a team effort between TechCenter Control Tech-nology and ThyssenKrupp Marine Systems GmbH a method was developed for mathematically determining sea state conditions directly from the motion data of a ship, i.e. without the use of additional, e.g. radar-based sensors. The method is based on data mining, a technique previously used mainly to analyze complex systems in finance and social science. The development of this method shows that data mining can also be used effectively in a technical context for extracting parameters that are not or not directly measurable. This is also becoming increasingly important for process control and optimization in industrial facilities.

Data mining for the analysis of complex systemsBefore heading out to sea, the crew checks the horizon and flags, at sea the focus shifts to masthead fly or the ship’s anemometer readings – weather conditions and wind direction in particular are important inputs for navigating a ship. On the high seas the wave direction, height and frequency are also a major consideration. Whereas the measurement of wind conditions is standard practice, measuring sea state is much more difficult; wave height and wave direction cannot be measured by simple means. Equipment manufacturers have therefore focused on developing special observation sensors, e.g. using radar. As with observation from the bridge, however, these systems struggle with visibility in bad weather and when evaluating the stochastic

Fig. 1 / Method for calculating sea state using data mining

measured data

Application

Instrumentation

Read

Prepare

Analyze

Navigation platform, GPS data

Navigation tasks

I/O via data bus

Filters, scaling

FFT (Fast Fourier Transform), correlation, orientation of cycle, principle componentanalysis

Signaling equipment

Signal processing

Model-based mathematical data processing

Visualization


32 / On-board sea state calculation – Data mining at sea in neuer Meilenstein in der Fahrsteigindustrie

greatest positional change, which is referred to in the following as the principal axis of motion and via which the sought wave direction can be determined by means of projection onto the water surface. In general, however, determining the principal axis of motion is not so obvious. The mathematical method used to calculate the principal axis of motion is principal component analysis. In simplified terms this method performs a coordinate transformation which aligns the coordinate axes according to the size of the positional changes taking into account orthogonality; so the new x-axis is precisely the sought principal axis of motion. This calculation of wave direction from the principal axis of motion does not yet take into account the time sequence of the analyzed measurements. This can be used to introduce the orientation of cycle, which describes – again illustrated by reference to the elliptical path / Fig. 2a / – whether the ellipse is traversed clockwise or anti- clockwise. Using this property a statistical analysis algorithm can also be formulated from which the wave direction can be calculated.

One particular difficulty, of course, lies in choosing the appropriate filters and mathematical analysis methods and matching the three logically separate modules mentioned above to one another. For this it is necessary to understand how the large amounts of data come about. First therefore a model of the system has to be developed from which suitable mathematical extraction methods can be inferred. This model must on the one hand be able to reproduce the relevant portion of the data and on the other be so simple in construction that the sought effects can be unambiguously identified. The basis for this is indepth knowledge of ship dynamics, expertise in carrying out simulations of the motion of a ship at sea, and knowledge of the real sea state itself. By systematically comparing simulated ship motions and measured data using various statistical methods, the interdisciplinary team of experts from the fields of shipbuilding, control and signaling technology, experimental physics and mathematics succeeded in identifying the primary mutually influencing effects and formulating a corresponding algorithm to extract these effects. The main mathematical methods are a principal component analysis, an auto- and cross-correlation analysis and a calculation of cycle orientation, which are suitably combined to deliver a clear result in practically all situations at sea. The individual properties of the ship are taken into account by adjusting the system parameters in the analysis algorithms. Among other things to determine and verify these, the rapid control prototyping tool described below, consisting of hardware and software, was set up to allow fast and simple verification.

AlgorithmIt is well known that a ship is induced to perform a motion by the sea state. But only by applying data mining to large amounts of motion data of ships at sea – for example in the form of position, speed or accelera-tion measurements – knowledge can be gained on whether and how this motion can be used for sea state calculation. This knowledge is used to formulatea theoreticalmodel that isfinallyverifiedandvalidatedwiththe aid of simulation analyses. For the sea state calculation application presented here, it was firstshownthatashipinaharmonicsea–i.e.thesimplestkindofseain the form of a sinusoidal wave – follows an elliptical path – highly idealized – due to the interaction of buoyancy and weight forces as it passes through wave crests and troughs / Fig. 2a /. The shape of the ellipse and the direction in which it is traversed depend both on the wave and on the hydrodynamic properties of the ship; the main parameters here are the wave length and the natural frequencies of the ship for the roll, heaveandpitchmotions. Irrespective of the specific shapeoftheellipseresultingfromtheaboveinfluences, itwasshown that the ellipse is inclined in a direction that matches or at least correlates strongly with the direction of the waves. Of course, in real seas the conditions are not as simple as shown in / Fig. 2a /. If we attempt to analyze the motion of a ship from real positional data, we see a highly dispersed cloud of points due to numerous stochastic influences. / Fig. 2b / shows real measurements of positional data over a period of 300 seconds, with the positional changes accounted for by the engine of the ship having been filtered out with a high pass filter so as to show wave influences only. In this example the similarity with the theoretical elliptical path can be seen even without the use of complex mathematical aids. In particular there is in each case a distinct direction in which the ship undergoes the

Figs 2a and 2b / Analysis of motion state

x

y

z

Orientation of cycle

Principal axis of motion

Wave direction

y

Wave direction

x

Principal axis of motion

z



Finally the analysis methods are completed by correlation analysis, which examines the temporal relationship between different data – for example position and speed recordings – and allows rough state-ments to be made regarding the impact of the waves in relation to the course of the ship. In addition, this method is used to calculate firstly the natural frequencies of the motion of a ship and secondly the frequency of impact of the ship with the waves, the correlation of which has to be taken into account in the analysis of wave direction. All the above methods to calculate wave direction were implemented in such a way that they also indicate the quality of the calculated parameter and can be combined appropriately via these quality criteria. This was of great benefit to the extent that the suitability of the individual methods in specific sea state situations could be verified by means of simulation analyses and tests.

Rapid Control PrototypingTo allow flexible testing of the method on various ships a self-contained system was set up consisting of an inertial platform and a GPS receiver to provide the measurements and a realtime computer system (dSPACE AutoBox) to prepare and analyze the data / Fig. 3 /. The centerpiece

of the system is an in-house developed signal distributor that links the above components. The system is completed by a laptop computer as a user interface and for data storage. Using the system, called the rapid control prototyping tool, it is possible to test the method on any ship at low cost and without electronic interfaces. Testing of the system under real-life conditions took place in part during regular operations on board the “HDW Herkules” (length 54 m, displacement 1,300 t), which is used by ThyssenKrupp Marine Systems to oversee submarine sea trials / Fig. 3 /. The inertial platform was placed as close as possible to center of rotation of the ship to minimize rotational influences in the translational motion data. The GPS antenna was mounted outdoors to ensure optimum signal reception, and the signal distributor with the dSPACE AutoBox at a central point on the main deck where it was easily accessible for exchanging data with the other components of the system. The operator and laptop were located on the bridge of the ship in order to show the captain the calculated wave direction directly and allow comparison with the wave direction as observed from the bridge. In this way the rapid control prototyping tool was able to demonstrate its capabilities under in part very rough weather and sea conditions.

Fig. 3 / Rapid control prototyping tool on the “HDW Herkules“

Inertial platform

Laptop

Signal distributor and dSPACE AutoBox GPS receiver


34 / On-board sea state calculation – Data mining at sea

In addition to wave direction, the method analyzes further sea state parameters and motion properties of the ship.

° Sea state parameters:

wave direction, wave frequency and impact frequency with the ship

° Ship parameters: natural frequencies for roll, heave and pitch motions as well as the position of the instantaneous center of rotation

As the motion of the ship is used as an input parameter, the more the ship is moved by the waves the more accurate and robust the calculated parameters are. The detailed analysis shows that reliable results are calculated for the “HDW Herkules” from wave heights of roughly two meters. The correlation between wave height and quality of calculated wave direction can also be seen in / Fig. 5 /, showing measured results for a different day with the ship traveling into a bay. The calculated wave direction is shown by white lines at the respective location of the ship, the length of the lines corresponding to the quality of the calculation. It can be seen how the quality decreases near to land and the wave direction turns towards the bay opening. After a certain distance traveled into the bay the quality of the results becomes too low to determine the wave direction.

Summary/outlookIn the evening the participants in the trial disembark safely from the ship. The analysis of the handwritten logs shows a notable deterioration in human performance under the rough sea conditions. By contrast, the electronic method has worked reliably and robustly in calculating the wave parameters.

ResultsWith this test setup on board the “HDW Herkules” trials were run on several consecutive days in different sea areas. Weather conditions (wind and visibility) varied, as did sea conditions, in part as a result of the wind conditions of the day before. The maximum daily wave height was between two and six meters, covering a large range of the sea conditions under which the “HDW Herkules” can sensibly operate. In isolated wave troughs visibility was restricted to the next wave peak. Even the first measurements showed that the analysis algorithm implemented in the rapid control prototyping tool was able to deliver clear results for the wave conditions over large distances. These could be compared with the assessments of the crew of the ship directly on the bridge and therefore verified. After the ship parameters in the algorithm were fine tuned to the properties of the “HDW Herkules”, a detailed analysis shows that the direction of the waves was calculated correctly for all heading and speeds. / Fig. 4 / illustrates this for one day of measurements during which the ship traveled on discrete heading for ten minutes at a time. The wave direction was relatively constant from the south-west over the whole period but the waves struck the ship at different angles due to the different heading. The heading therefore represent the full range of possible wave directions relative to the ship. As an example the figure shows photos of the ship traveling in heading and following sea. The indicated comparison with the assessments of the crew of the ship in the logbook and the weather report for the sea area confirms the validity of the calculated wave direction.

Fig. 4 / Calculated wave direction for different heading

Heading traveled

Wav

e di

rect

ion

N

W

S

O

N

N W S O N

Wave direction calculatedby algorithm

Wave direction from logbook and sea weather report

with tolerance band



The method presented is based on data mining. To calculate the sea state conditions, only information already available on the motion of the ship is used, i.e. the method uses the ship itself as a sensor. This results in the following features:

° On many ships the method can be used without additional sensors

and so virtually without any installation expense. On ships where motion data are not currently available only basic, inexpensive equipment is needed to record the motion of the ship.

° No optical or radar-based sensors are required, so the method is

robust against weather influences.

° The method only delivers results when the sea state produces ship

motions, i.e. when it is actually relevant for the ship.

° In the case of multiple crossing waves the method only delivers

results when they have a relevant resultant impact on ship motion.The positive results of the tests into “on-board sea state calculation” open up many potential uses in a wide range of navigation tasks and applications. The method has been protected via several patent applications.

Sea state calculation is an example of extracting information about system parameters that are not or not directly measurable. This is also becoming increasingly important in other areas, e.g. process control and optimization in industrial facilities. The developers from TechCenter Control Technology and ThyssenKrupp Marine Systems were able to gain valuable experience working on an innovative project with people with different areas of expertise in shipbuilding, numerical computation, and signaling, modeling and simulation technology. In the context of Industry 4.0 and the aim to link and optimize complex systems, equipment and processes by information technology, the ability to combine different technical competencies efficiently is becoming more and more important. The experience gained in this collaboration will benefit future projects.

Fig. 5 / Calculated wave direction traveling into harbor (distorted view, land schematic)

Course traveled

Measurement start point

Calculated wave direction(Length of bars corresponds to the quality of calculated results)


Virtual commissioning of production lines mARCEL LIEBAuG Teamleader Virtual Production ThyssenKrupp System Engineering GmBH Heilbronn

DR.-ING. mATTHIAS HARTmANN VP Product Management/R&D ThyssenKrupp System Engineering GmBH Bremen

Practical example of a body-in-white line

36 /


Methods in the digital factoryShortening product development cycles has long been one of the prime objectives of car producers in order to offerattractive vehicles that meet customers’ wishes. As early as the 1990s this led to the advent of simultaneous engineering (SE), i.e. the parallel planning of vehicle development activities and production resources. Today, body-in-white production lines need to be built much faster than was the case some years ago; and many clients are increasing the number of vehicle variants they make, so today's plants needtobeabletoproduceawiderangeofdifferentmodels(product flexibility). As not all vehicle variants are knownat the time a project starts, a plant construction project begins with part of the product range, adding more variants later when the plant is already in the production phase. In this phase, the timeframes available to integrate further variants, and hence for the OEM to convert and extend the line, are extremely tight so as to avoid losing any more production time than necessary.

Building body-in-white production lines is a highly complex task which has to be completed successfully within an ex-tremely tight schedule. With its virtual commissioning process, ThyssenKrupp System Engineering employs a method from the digital factory toolbox which makes effective use of the available timeframe and reduces cost of quality. This method involves combining three-dimensional digital CAD (Computer Aided Design) plant models with the functionality and logic of PLC and robot programs based on the hardware-in the-loop (HIL) principle in such a way that the programmed behavior of the plant can be analyzed and corrected as required. ThyssenKrupp System Engineering uses this method successfully in client projects and is devel-oping it further all the time.

Virtual commissioning of production lines / 37

ponent plans for the pneumatic, electrical and control elements. At the end of this phase, a complete model of the system is available in the shape of parts lists, CAD models, electrical drawings, simulations and other technical documents. The manufacturing and procure-ment phase for the plant components can now begin. This is where virtual commissioning comes in, using the procurement phase – which usually takes around six months – to reduce total completion time / Fig. 1 /. The principle behind VCOM involves assembling the plant defined in the form of digital data (3Dmodels) as a virtual production line and then bringing it to virtual life,usingPLCprogramsalreadywrittenofflineforindus-trial robots and programmable logic controllers (PLCs) / Figs 2 and 3 /. To prepare for virtual commissioning, the real control panels to be used in the facility and the real programmable logic controls are set up in an office environment. Theseare then connected up to the 'WINMOD' software, which provides the interface between real components and virtual test environment and simulates the mechatronic behavior

By making use of the wide range of options and methods available in the digital factory, such as PLM (product lifecycle management) systems, CAx systems and virtual production, plants can be designed within shorter time-frames and with fewer project risks. As one of the leading manufacturers of body-in-white production lines, ThyssenKrupp System Engineering uses a range of digital factory (DiFa) methods successfully. In the following, virtual commissioning (VCOM) is presented as one of the core technologies of virtual production (VP).

Virtual commissioning of production linesWhen designing body-in-white production lines, rough and detail drawings of the facility are drawn up on the basis of the information agreed with the vehicle manu-facturers (OEM = original equipment manufacturer) and the framework conditions such as vehicle CAD data, the joining processes to be used, and the production plan. The facility and its components are then designed in detail. This is followed by the automation phase, which starts by producing the appropriate automation com-

Fig. 1 / Body-in-white project flowchart

38 / Virtual commissioning of production lines


Inquiry Realization of assembly line Production ramp up

Project phases

Workflow

Automation: Hardware/software design Production/

assembly Commissioning/optimization

Production

InquiryStart of Production SOPAward of contract

Handover of fullyfunctional line

Engineering:design, simulation

Detailed planning

Offer

Rough planning

Milestones


of the plant components. 'INVISION' software is used to visualizethefacilityandthematerialsflowingthroughitandsimulate the industrial robots. In this way, all the system components with their main kinematics, including the sen-sorsandactuators in thefieldbusnetworkand thesafetyelements, become an integral part of the system based on the hardware-in-the-loop principle. To carry out virtual commissioning, the VCOM team now runs through all the relevant plant scenarios and examines the behavior of the system, using the system visualization projected onto a screen in 2D or 3D, the feed-back from the software used, and the status/error messages on the control panels / Fig. 4 /.The following plant scenarios are typically analyzed:

° Systemsafety:thesafety/emergencyoff

circuit connections

° Manual operation: controlling the functions

of individual plant components via the control panels

° Automatic operation: checking automated operation

and communications between PLC and robot controls

° Special operating modes: type change, run-up to

capacity/run-down to empty, entry/exit of components

° Operational disruptions: system behavior in unplanned

situations, e.g. if system components fail or there are problems with robots or operator errors

The individual simulation steps are planned using check-lists. These are also used to document undesired or incor-rect system behavior. As VCOM is carried out by a team of experienced PLC and robot programmers, a decision on corrective action can be made promptly in the team and implemented immediately if necessary. ThyssenKrupp System Engineering has been using virtual commissioning in customer projects since 2007. It has now been employed successfully in 45 body-in-white construction projects, in which approx. 120 PLC circuits were commissioned on virtual basis. Up to four PLC circuits can be processed in any one VCOM project at the same time, each of these PLCs handling up to 15 robots. The project- specific preparation time for a VCOM process is around six days to produce the static model, input the robot programs and prepare the coupling project. The VCOM process itself takes around two weeks / see title picture of the report /.

Fig. 2 / Virtual commissioning in the process chain


Engineering

Automation

virtual commissioning

Plant commissioning

Performance process


40 / Virtual commissioning of production lines

creating a robot program, in interaction with adjacent interfaces without the need for the system as a whole. Working step by step in this way with quality gates helps break down complex projects more easily and makes them more transparent.

° Reduced number of test parts: Test parts such as car

body components are required to run in and test the equipment. These test parts are often made in very small pre-production runs, have limited availability and are therefore expensive. This is another area where VCOM can benefit the client: Certain plant functions are already tested at the virtual production stage, so fewer test parts are required. Although this method offers the benefits and positiveeffects described above, experience has also revealed its limits:

° The assembly line model cannot simulate reality at the

physical, chemical or thermodynamic process level: It cannot simulate process or joining forces, the behavior of flexible sheet metal components, media flows, the friction behavior of differentmaterials, or similar processes. The resulting need for optimization canonlybeidentifiedandimplementedontheactual plant itself.

For each customer project, the criteria of quality, adherence to deadlines and cost are inextricably linked. In projects carried out by ThyssenKrupp System Engineering, use of VCOM delivered the following positive effects with regardto these criteria:

° Significant shortening of commissioning time on site

by up to 50% by optimizing the system and eliminating errors during commissioning prior to the on-site phase. Costofqualitywasalsoreducedsignificantly.

° Improved change management: All those involved

internally in the project, including the client, are brought together on the basis of the virtual assembly line, which can be used e.g. to clarify any changes required by the client.

° Improved planning of work steps on the line in the

workflow.

° Training for line operators in parallel with commissioning

to improve acceptance by the client.

° Reduced production downtimes and reliable integration

of further vehicle types at a later date based on the VCOM plant model.

° Improved quality: Using virtual commissioning improves

the stability of the project, as VCOM makes it possible to check the results of individual work steps, such as

Fig. 3 / Virtual commissioning method (in schematic form)

Control

Real-time simulation with BuS simulation3D visualization, Simulated material flow

Original robot software

visualization

PLC controller

Control panel HMI

Win MOD



Conclusions and outlook Through ThyssenKrupp System Engineering's successful experience, virtual commissioning has become established as a viable process in automation. Its key effects are a shortening of the commissioning phase on site, lower cost of quality by detecting faults at an early stage, and a reduction in the risks involved in complex projects. The use of virtual commissioning can therefore also benefit clients directly. A number of OEMs already included virtual commissioning aspartoftheirspecifications. Work is being carried out constantly with system partnersto improvetheefficiencyandperformanceof themethod. One outcome of these developments achieved in recent years is the hybrid commissioning of body- in-white construction facilities. Hybrid commissioning successfully links the plant behavior of virtual system components with that of real, existing parts in the VCOM process. Here, the hardware-in-the-loop principle applies not just to PLCs and control panels but also to real system components. Extending virtual commissioning in this way provides an outstanding method of keeping complexity manageable when converting or extending existing facilities. Atthesametimeitmakesmoreeffectiveuseofthetypically extremely short commissioning time frames, as the interfaces

between existing system components and retool components to be added can be tested as part of VCOM. Combining virtual commissioning with other innovative virtual productionmethods also offersways of optimizingbody-in-white projects. In this context, ThyssenKrupp System Engineering has successfully combined digital plant scanning with virtual commissioning. Digital plant scanning uses 3D scanner technology to generate a precise three-dimensional picture of a real facility. The resulting data is processed further during virtual commissioning, whichsignificantly reducesproject risksespecially in thecase of complex integration projects.

Fig. 4 / VCOM studio – Virtual commissioning working environment at ThyssenKrupp System Engineering

Control panel and PLC programming unit

Project-specific PLC software:- STEP7- RS Logic

Virtual plant behavior

Software: - WinMOD

Virtual 3D model

Software: - INVISION

Programming unitOFFLINE programming

Project-specific software: - RobCAD, Process- Simulate, IGrip, - OFFICE-PC, Robot-Studio, Robo-Guide

Virtual 3D model system display as common analysis/communications base


42 /

Offshorewind turbine foundations Development of a special vibratory hammer with enhanced function

DR.-ING. JOHANNES KöCHER Managing Director ThyssenKrupp Tiefbautechnik GmbH Alsfeld

DIPL.-ING. DIRK uLRICH Head of Design/Development ThyssenKrupp Tiefbautechnik GmbH Alsfeld

Jack-up vessel and supply ship with steel jacket foundation already anchored (Foto: RWE OLC GmbH)


Offshore wind turbine foundations – Development of a special vibratory hammer with enhanced function / 43

To ensure that steel jacket foundations

foroffshorewindturbinesaresecurely

anchored,theyarefixedtotheseabedby

means of "pins". The pins consist of pipe

piles weighing up to 140 metric tons, and

are driven into the seabed by a vibratory

hammer and then anchored by impact

driving. ThyssenKrupp Tiefbautechnik

hasmodifiedavibratoryhammersothat

it can pick up the piles horizontally directly

from the working ship or pontoon and then

vibrate them vertically into the ground.

Thissignificantlyreducesinstallationtimes

and foundation costs.

Pile driving and extracting equipmentThyssenKrupp Tiefbautechnik has been engaged in the production of machinery for specialist foundation engineering for many years. The machinery in question is vibratory driving and extracting equipment, used to install and remove steel piles such as beams, pipes and sheet piles. The machines generate vertical vibrations by means of counter-rotating shafts with eccentrics mounted on them. Via a clamp and the pile these vibrations are introduced into the ground with frequencies of approx. 25 – 40 Hz. The ground around the pile is loosened by the vibrations, becoming almost liquid. As a result, friction and resistance are reduced to such an extent that the pile sinks into the ground under its own weight. The machines are generally suspended from cranes. In order to isolate vibrations from the crane or rig, they have a damping unit arranged above the actual vibration exciter. This damping unit consists of a steel hood that is connected to the exciter via rubber springs (elastomers). The machines are driven by a diesel-hydraulic power pack to which they are connected by hydraulic hoses / Fig. 1 /.


44 / Offshore wind turbine foundations – Development of a special vibratory hammer with enhanced function

For some years now, the machines have been used to an increasing extent in the environmental and renewable energy fields. Their design is adapted accordingly for these tasks.

Offshore wind turbine foundations30 km to the north of Helgoland, RWE Innogy is building the Nordsee Ost wind farm with an installed capacity of 395 megawatts spread over 48 turbines. The turbines are being erected on steel jacket foundations weighing approx. 550 metric tons which are anchored to the seabed by means of four "pins". These are pipes with a diameter of 2,438 mm, lengths up to 51 m and weights up to 140 metric tons. The work is being carried out from a special jack-up vessel, the 'Victoria Mathias'. The ship has hydraulically extending steel legs to ensure it can stand securely on the seabed during the installation work. The heart of the ship is the permanently installed lattice boom crane with a maximum lift of 1,000 metric tons and an outreach of 25 m / Fig. 2 /.

Initial experience in installing steel jacket foundations was gathered during the construction of the 'Alpha Ventus' test field. This showed that the processes involved in installing the steel jackets consisted of a large number of individual work steps, some hazardous, requiring constant changes to the work of the crane of the jack-up-vessel. Due to the heavy weights involved, every change involved time- consuming attachment and removal of lifting gear for equipment and materials. The total time needed for installing a foundation thus proved to be uneconomical for future use. The aim with the new Nordsee Ost wind farm was therefore to reduce and simplify the work steps so as to save installation time.

Further development of a vibratory driver for faster installationOne challenge that took up a lot of time when constructing the 'Alpha Ventus' test field was that the foundation pipes (pins) first had to be uprighted by crane from the horizontal position floating in the water and then secured in a holding frame on the jack-up rig. Then the pins used to lift the pipes were cut off. The vibrator was then placed onto the pipe by crane and connected by means of hydraulic clamps.

Fig. 1 / Operating principle of the vibratory hammer for driving sheet piling

Vibrator

Spring yoke for vibration damping

Exciter cell with motor(s) and rotating eccentric weights

Hydraulic clamp

Power pack

Diesel engine Hydraulic pump(s) Remote control

Hydraulic hoses


The next step involved the crane inserting the vibrator with the pipe into guides on the steel jacket. Finally, the vibrator began its work driving the pipe plumb into the seabed. The pipes were then driven to final depth by sub-sequently mounted impact drivers. In the Nordsee Ost wind farm project, the foundation pipes are delivered lying horizontally in a rack on board the installation ship. The basic time-saving idea involves clamping the vibratory onto the pipes in the horizontal position, uprighting the pipes over a pivot pin using the vibrator as a lifting attachment and inserting them directly into the jacket guides. The previously required tasks of connecting and disconnecting lifting gear for each pipe, as well as attaching and removing lifting pins on the pipes, are eliminated. In addition, all work can be performed safely by personnel on board the jack-up ship. In consultation with the customer the biggest vibratory hammer built to date by ThyssenKrupp Tiefbautechnik was modified as follows:

° Dynamic force was increased by 20% to 5,160 kN to

make the equipment more powerful and allow the pipes to be driven faster.

Fig. 2 / Jack-up vessel with jacket placed on the seabed, with four pins prepared for impact driving (Foto: RWE OLC GmbH)

° A four-clamp lifting bracket was used, designed with

long lever arms to minimize clamping forces when lifting the pipes. In addition, it has two pins that pivot the vibrator back to a horizontal position for storage in a specially designed rack after the pipes have been installed.

° Stronger clamps (jaws) were used to transmit the enor-

mous bending forces during lifting.

° The number and dimensions of bolted connections

were increased in line with the bending forces.

° The damping element was reinforced with additional

springs in order to allow corrections if the pipe deviates from vertical by lifting the pipe during operation of the vibratory driver.

° The damping element was configured in such a way

that the springs are locked in horizontal position by means of a system of slide rails, thus relieving them of excess strain during lifting.

° Balanced attachment points were fitted for precise

horizontal lifting of the vibration unit.

/ 45


46 / Offshore wind turbine foundations – Development of a special vibratory hammer with enhanced function

Following certification, it was possible to use the vibrator as intended on the jack-up vessel. / Fig. 5 / illustrates the sequence of operations:First, the vibrator is lifted horizontally out of the storage rack (a) and positioned in front of the first pipe. Then the clamps are inserted into the pipe (b) and locked. Following this, the lifting gear is detached and the vibrator is connected to the crane (c) at the lifting point via a sling. The highest stresses on all components occur during lifting (d). The vertical position is reached (e), and vibration driving can commence (f). Finally, the unit is set down in the storage rack and pivoted into a horizontal position (g). The vibrator with the associated power pack is monitored round the clock by on-site service technicians. The vibrator’s operating parameters are measured and recorded during driving. These measures ensure high availability of the equipment and safe execution of the work.

Testing and use of the equipment in the Nordsee Ost wind farmTo allow the equipment to be used as lifting gear in the offshore sector, the vibration unit had to be certified by Germanischer Lloyd. This involved presenting works certificates for the materials used, the testing of welds, the submission of precise design calculations and finally a lifting test in Bremerhaven harbor. / Fig. 3 / shows the entire unit in front of the jack-up ship in Bremerhaven before the test. The additional damping elements to the right and left of the exciter are clearly visible, as is one of the yellow pivot pins for setting-down. For the test, water-filled ballast bags were suspended from the pipe section gripped by the four clamps / Fig. 4 / so that the specified total test load of 286 metric tons was suspended from the crane hook.

Fig. 3 / Vibrator prepared for the load test in front of the jack-up vessel

'Victoria Mathias' (arrow shows pivot pin)

Fig. 4 / Load test with water-filled ballast bags


Offshore wind turbine foundations – Development of a special vibratory hammer with enhanced function / 47

ConclusionA machine for installing foundations by vibratory pipe driving, with an unusual additional function of use as lifting gear, presented the engineers and technicians of ThyssenKrupp Tiefbautechnik with challenges that had never been tackled before. In close cooperation with the customer, it was possible to modify the vibrator so that it met all requirements reliably, in particular high flexural

Fig. 5 / Sequence of operations

strength at the moment of lifting. The load-carrying ability of the unit as a lifting appliance was tested and certified by Germanischer Lloyd. 100% availability of the unit is ensured by 24/7 service coverage.

“The new vibratory hammer to anchor steel jacket foundations for offshore wind turbines was awarded 2nd prize in the 2012 ThyssenKrupp Innovation Contest.”

a / b / d /

c /

e /

f / g /


48 /

New material concepts assist the industry in the implementation of lightweight goals.

LITECOR®

The new way to build lighter cars

Dr.-Ing. ThorsTen Böger Senior Engineer Auto Sales

ThyssenKrupp steel europe Ag Duisburg

DIpl.-Kfm. (fh) olIver mIDDelhAuve Product Introduction Auto Sales

ThyssenKrupp steel europe Ag Duisburg


LITECOR® – The new way to build lighter cars / 49

Hybrid materialsModern hybrid or composite materials are regarded as the materials of the future. Their properties are tailored to the needs of specific applications. In many cases the focus is on optimizing the weight of parts that have to meet high strength or stiffness requirements. The aerospace industry has played a pioneering role in the use of these materials. Aircraft such as the Boeing 787 Dreamliner or the Airbus A 350 XWB already consist of around 50 percent com-posites. In the future these high-tech materials will be used increasingly to meet ever more ambitious weight reduction targets in the automotive industry. The basic principle is simple: Materials with in part very different properties are combined into a composite material, the aim being to retain the desired properties and eliminate the undesired properties of the starting materials.

Automotive industry focused on cost-efficient weight reductionHowever, unlike in aircraft construction, the cost of weight reduction is a major factor in the mass production of cars. If private mobility is to remain both sustainable and affordable for the majority of society, automotive weight reduction has to be extremely cost-efficient – involving no or only minimal extra cost. In addition, the largely automated processes in high-volume vehicle manufacture place extreme demands on the formability and process compatibility of the materials used. For this reason use of currently available composites in the auto industry is generally restricted to prototypes and individual parts for niche products, e.g. supercars. For high-volume vehicle segments under extreme cost pressure, these materials are too expensive and in terms of production and processing too complex.

Cost, weight and performance are three central factors when it comes to building

cars. Modern vehicles are expected to be affordable and light yet at the same

time meet high performance and safety standards. This places increasingly high

demands on the materials used. The way forward could be hybrid materials, i.e.

materials such as LITECOR®, an extremely stiff steel/polymer composite that

combines the high strength of steel with the low weight of plastic and creates

new opportunities for reducing weight in the car body.

That could soon change, because experts from ThyssenKrupp Steel Europe, working closely together with leading auto manufacturers, have developed a new type of composite material for large flat parts such as doors, lids and roofs. LITECOR® is the name of the steel sandwich material that could be used in the next generation of vehicles to significantly reduce body weight / Figs 1 and 2 /. Instead of having to choose between steel and alu-minum, previously the established lightweight materials for body parts, vehicle designers can now turn to a com-pletely new class of material in LITECOR®. This composite material is significantly lighter than conventional steel sheet and costs less than aluminum. As well as combining the positive properties of steel and plastic, LITECOR®

therefore also unites the low cost of steel with the effectiveness of aluminum. This opens up new possibilities for optimizing the weight and emissions of vehicles for which the use of expensive light metals and previously available composites has been ruled out on the grounds of cost alone. In the European market these small to mid-size cars – the segments subject to particularly high cost pressure – accounted for around three quarters of all new registrations in 2012. There is therefore enormous potential for applications with the new material LITECOR®.

Sustainable environmental protection as development objective Despite all efforts to keep private mobility affordable, looking at cost alone is no longer sufficient, especially against the background of global warming and scarce resources. In selecting suitable materials for the cars of the future, environmental compatibility and sustainability in general are equally important. Lightweight materials which


50 / LITECOR® – The new way to build lighter cars

as door outer panels, hoods or roofs. The bending stiff-ness of steel sheet decreases disproportionately with decreasing material thickness, and unless corresponding modifications are carried out this can produce undesired effects, e.g. cause the sheet to flutter at high speeds. Today outer panels with thicknesses of just 0.6 mm are already being used. Before further weight reductions can be achieved using even thinner sheet, there are more technical challenges to solve relating to the serviceability and production of the parts. One solution to this problem is to combine extremely thin but strong steel face sheets with a relatively thick but extremely light polymer core. This increases the stiffness of the composite without adding weight / Fig. 3 /. In the case of LITECOR® the steel face sheets are generally between 0.2 and 0.25 mm thick, while the core layer made from a specially developed polymer can be up to 1 mm thick. By varying the individual layer thicknesses the mechanical properties of the composite material can be tailored to the specific application. Asymmetrical structures are also possible. As simple as this sounds, it is in fact a real challenge. The three layers of the steel sandwich must remain firmly bonded together under the effects of heat, severe forming, and ageing. Also, producing sheet in thicknesses of 0.2 to 0.25 mm in the surface quality required by the automotive industry is technically demanding. The precise production process is of course a well guarded secret. Ultimately the

excessively impact the environment during production or for which no practicable recycling options are available are part of the problem, not part of the solution of mobility-related environmental issues. Consequently, in the development of LITECOR® the key priorities were to secure extensive environmental compatibility in all phases of the product life cycle, to conserve resources, and to ensure that the material could be recycled using existing automotive industry infrastructures. Parts made from LITECOR® cause fewer CO2 emissions in production than any other lightweight material, reduce fuel consumption and tailpipe emissions thanks to their low weight, and, like all steel products, can be recycled endlessly with no loss of quality. Emission-optimized lightweight materials such as LITECOR® are therefore a major step towards climate-friendly mobility.

Automotive weight reduction with steel –the 2nd generationThe development of the innovative steel sandwich material as an alternative to conventional lightweight steels was triggered – as so often – by a concrete problem. The conventional method of reducing weight is to replace lower- strength steels with high-strength lightweight steels. The higher strength means that parts can be made thinner and lighter but with the same crash performance. With beams and pillars this works perfectly, but there is limited scope for reducing the thickness of large flat parts such

Fig. 1 / High potential for body applications: LITECOR® can be used to optimize the weight of flat parts. Fig. 2 / LITECOR® permits weight reduction

at competitive cost.

Outer panels

Inner panels

Aluminum

Part

cos

ts (

high

er

)

Weight (higher )

SteelLITECOR®



right combination of pressure, temperature and bonding mechanisms ensures that the different steel and polymer layers stay firmly bonded together even when subject to severe deformation. This also applies to complex forming processes such as flanging or hemming, variants of a process commonly used to join the inner and outer panels of parts such as doors and lids. In these operations the sheet materials are formed in such a way that a firm joint is created without further joining elements. Some of the bending radii occurring in this process are very small, causing extreme compression of the inner face sheet and stretching of the outer face sheet. Sandwich materials that are prone to delamination, i.e. the splitting of the sandwich, under these specific loads are not suitable for use in the auto-motive industry. For this reason a great deal of effort in the development of LITECOR® went into preventing delamination of the sandwich layers, and extensive testing was carried out to verify suitability for hemming and flanging.

New material, proven processesLITECOR® can be shaped by standard automotive industry cold forming processes using existing production equip-ment. Even better: after only moderate adjustments to radii and design features the sandwich material can be processed in the same dies used for steel and aluminum parts. Not

least this facilitates a running changeover to the new material. Unlike composites such as fiber-reinforced plastics, the weight advantages of LITECOR® can be utilized without major changes to production and above all without costly investment in new equipment. The mechanical properties relevant for the forming of the sandwich material are determined primarily by the steel face sheets. Their strength is much higher than that of the polymer core layer, so the forming limits are com-parable with those of solid steel sheet. This is shown by the forming limit curve (FLC). The forming limit curve for LITECOR® lies only slightly below that for a comparable solid steel sheet. To adapt bending stiffness and buckling resistance to the level of a conventional steel sheet, the sandwich material has to be made roughly 0.1 mm thicker in total. The layer thickness of the extremely light polymer core is increased, leading to a disproportionate increase in bending stiffness. The blanks needed for forming can be produced by laser beam cutting or by mechanical trimming using a reduced clearance of approx. 0.05 mm.

Simple integration into body Numerous proven joining techniques are available for integrating finished LITECOR® parts into the body-in-white. Due to the polymer core layer, mechanical joining methods in combination with adhesive bonding are recommended.

Fig. 3 / Schematic structure of the steel sandwich material LITECOR®

Polymer core layer from approx. 0.3 mm

Steel sheet 0.2 to 0.3 mm

Steel sheet 0.2 to 0.3 mm


52 / LITECOR® – The new way to build lighter cars

In thermal joining methods the high heat input leads to thermal deterioration of the adhesion between plastic core and galvanized steel surface, to the point where the core is eventually destroyed. Brazing, resistance spot welding, MIG/MAG and laser welding therefore cannot be used or are subject to limitations. During product development numerous alternative joining methods such as semi-tubular or solid self-pierce riveting, screw fastening, clinching, flow drilling and adhesive bonding were investigated. In addition, methods for attaching functional elements to LITECOR® parts were tested, including the fitting of studs to locate add- on-parts. When using mechanical joining methods it has to be ensured that local compressive stresses in the join zone do not cause critical retardation effects (creep) in the polymer core, resulting in a loss of pretension in the riveted or threaded connection. As with all thermo-plastic polymers, the creep effect occurs in particular at elevated operating temperatures. Technical solutions capable of being used cost-effectively under volume production conditions are currently being developed in close cooperation with customers from the auto industry. One thing common to all processes is that, like the established thermal joining techniques and resistance spot welding, they are regarded as suitable for high-volume auto production. As far as thermal expansion is concerned, the properties of the steel face sheets dominate the behavior of the sandwich material, as they do its forming. The thermal linear expansion coefficient of LITECOR® is very similar to that of conventional steel sheet. This means that when a LITECOR® part is installed in a steel environment, for example a sandwich roof in the body, widely differing expansion rates between the parts do not cause thermally induced stresses and strains – a frequent problem with hybrid designs (a.ΔTproblem).

Corrosion – not an issueThe two steel face sheets in LITECOR® are each electrolytically galvanized on both sides. The thickness of the zinc coating can be varied between approx. 2.5 and 7.5 µm to meet different corrosion protection requirements. The zinc coating on four sides guarantees comprehensive corrosion protection of the surface and of cut edges. This is confirmed by corrosion tests carried out according to different standards (German Association of the Automotive Industry VDA) cyclic corrosion test, salt spray test) as well as by independent investigations by various auto manufacturers. With the technical possibilities provided by the pilot line of ThyssenKrupp Steel Europe in Dortmund / Fig. 4 / it is already possible today to create and reproduce very good, production-ready adhesion properties between the polymer core film and the galvanized steel surface. This reliably prevents delamination during forming and also prevents moisture migration and harmful undercutting at the cut edges of the sandwich material.

Milestone in automotive weight reductionAs the first easy-to-process and low-cost hybrid material for use in modern car bodies, LITECOR® facilitates weight and emission reductions that would be either impossible to achieve in large body parts with today’s conventional lightweight steels or too expensive to achieve with alternative lightweight materials. The stiffness-optimized steel sandwich material therefore has the potential to become a milestone in automotive weight reduction and play a key role in future generations of car bodies. The judges of the ThyssenKrupp Innovation Contest 2012 were so impressed with the new material that they awarded LITECOR® third prize.



Fig. 4 / Pre-production LITECOR® is already being manufactured on a unique pilot line,

where the production process is being optimized for industrial use.


54 /

Dipl.-Ing. Ingo Pletschen, ThyssenKrupp Elevator CENE,

Research & Development, Innovations

NExT GENERATION The ThyssenKrupp intern program

yOuR INNOvATIONThe ThyssenKrupp Phd program

ThyssenKrupp –Focus on young professionalsEngineeringexpertiseinthefieldoftension between growth and environmental protection

m.A. HELGE KROLL Team leader university marketing ThyssenKrupp AG Essen

DIPL.-KFFR. (FH) SARAH HEIDELBERGNEXTGENERATIONinternprogramThyssenKrupp AG Essen

DIPL.-KFm./m.SC. ANDREAS BAuSENWEIN PhD program YOUR INNOVATION ThyssenKrupp AG Essen

ThyssenKrupp as an attractive employer ThyssenKrupp has more than 150,000 employees in around 80 countries working with passion and expertise to develop solutions for sustainable progress. Their skills and commitment are the basis of ThyssenKrupp’s success. Innovations and technical progress are key factors in mastering the global challenges relating to resources and infrastructures. And it is precisely here that ThyssenKrupp’s strengths lie: With its engineering expertise, ThyssenKrupp helps its customers serve the demand for “more” through the use of “better” solutions, enabling them to gain an edge in the global market and manufacture innovative products in a cost and resource efficient way. In the development of innovative materials, components, system solutions and plant, ThyssenKrupp has always attached great importance to ecological and social aspects such as environmental compatibility, energy efficiency, climate protection, recyclability and health & safety. Anyone who decides to study for a degree expects to have good career prospects. To ensure this is the case, ThyssenKrupp offers students a range of opportunities to start gathering practical experience during their studies, gain additional skills and improve their chances of success. Irrespective of the subject: whether it’s mechanical, electrical or industrial engineering, economics, IT, etc., the diversity of career paths at ThyssenKrupp offers young academics a wide range of opportunities.

Fig. 1 /CompositionoftheNEXTGENERATIONpoolbysubjectarea

/ 55

Maintaining a presence at universities and technical colleges is becoming increasingly important for ThyssenKrupp. The technology group showcases itself as an attractive employer and establishes contact with students at an early stage. ThyssenKrupp has maintained close links with its partner universities in Aachen, Berlin, Bochum, Dortmund and Dresden for many years. Partnerships also exist with many other universities and technical colleges across Germany as well as with universities in Brazil, China, Japan and Russia. Career entry programs are orientedtothespecificrequirementsofthedifferenttargetgroups.The“NEXTGENERATION”intern programisofferedtothebestinterns/Fig.1 /.In selected events they are systematically prepared for their subsequent careers in the Group. The PhDprogram“YOURINNOVATION”offersaca- demics with research interests the opportunity to work on the latest technologies in the Group. In the Group trainee program “Create (y)our future”, trainees learn about the strategic and operating aspectsofvariousfieldsofactivityandbusiness areas. International project assignments round out the preparation for key positions in the Group.


Mechanical engineering 27%

Industrial engineering

19%

Aerospace4%

Shipbuilding 4%

Electrical engineering 4%

Business administration/ economics 42%



Initial work experience can be gained in an internship, student workers can learn more about their future profession, while others can enrich their final dissertations with concrete practical experience. Study support programs and projects with ThyssenKrupp’s partner universities are also available. In addition, ThyssenKrupp offers graduates opportunities to gain a PhD on completion of their studies. Anyone who wants to take up this offer will need to have clear goals, a high level of motivation, real dedication and outstanding grades. In return, ThyssenKrupp supports students in their professional and personal development and offers interesting career perspectives. Tailored trainee programs also prepare individuals for their first position of responsibility at ThyssenKrupp.

Internships – Work is better than any textbookHours and hours in the classroom and the library can only take students so far – nothing can be compared to hands-on experience. An intern-ship at ThyssenKrupp offers the opportunity to take a good look at hard facts and discover new relationships between them. It offers a first- hand insight into how innovative products are developed, new markets are opened up, or how production processes are optimized. Whether the internship is operational, technical or administrative in nature, participants will work with ThyssenKrupp employees on real, day-to-day business activities. They will also call on their knowledge and skills – using all aspects of their personality – to get the job done, meeting many other interesting and helpful people along the way. As well as gaining valuable insight into a significant global player, interns will lay the groundwork for an ideal entry into the working world once they have earned their degrees.

56 / ThyssenKrupp – Focus on young professionals – Engineering expertise in the field of tension between growth and environmental protection

The intern program NEXT GENERATION –Participants establish a Groupwide networkMany students who complete an internship at ThyssenKrupp prove that they have a lot to offer. They contribute creative ideas, show commitment and impress with outstanding work. That is why it is important not to lose contact with these promising young talents afterwards.Tothisend,ThyssenKrupphasdevisedNEXTGENERATION,a program which keeps former interns informed about developments at ThyssenKrupp – particularly in the area of careers – and gives the company the opportunity to maintain contact with potential future employees. The best interns join the program following their internships. The process is as follows / Fig. 2 /. It enables ThyssenKrupp to keep in touch with young talents until the end of their studies – and beyond. NEXTGENERATIONparticipantsarealso invitedtoseminarsandotherevents and have the opportunity to complete further internships. This enables former interns to network within the Group and gets them into shape for starting their careers at ThyssenKrupp. While Niklas Klein-Avink / Fig. 3 / is in the last semester of his Masters degree and employed as a student worker at Corporate Function Technology, Innovation and Sustainability at ThyssenKrupp AG, Bastian Hofmann / Fig. 4 / is already working as a measurement instrumentation engineer in the central research and development department at plant construction specialist ThyssenKrupp Resource Technologies. Both are members of the NEXT GENERATION intern program. For Niklas Klein-Avink it is a real benefit: “In addition to the numerous opportunities for further training, visiting different locations and companies in particular gives you a much better understanding of

NExT GENERATION

Ideally 1 to 2 years

Internship at ThyssenKrupp

Recommendation for NEXT GENERATION

Interview with Corporate Center Human Resources

Inclusion in NEXT GENERATION

Graduation/career start

ideally at the ThyssenKrupp Group

– Seminars on soft skills orsubject-specifictopics

– Guided plant tours, company presentations and keynote speeches

– Personal feedback and advice meetings

– Personal development measures if necessary

– Organization of further internships and degree dissertations

– Support in job placement

– In accordance with entry criteria

– With the recommendation form

Fig. 2 / NEXTGENERATIONrecommendationprocess


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students become permanent members of the team at ThyssenKrupp, working in vacations or even in parallel with their studies. Flexible models are of course offered to ensure optimum coordination of studying and working time. After all, graduates should have the opportunity to grow both professionally and in their studies.

Final theses – Leaving the best to lastBefore taking those long-awaited first steps into business, everyone has to think about their exams. Final exam papers are expected to be brimming with learned comments and academic insights based closely on the “real world”. Which is where ThyssenKrupp can help: Whether students are working on their Bachelors dissertation, a Masters thesis or even a PhD, especially if there’s a leaning toward technology, research and development, they receive comprehensive support and can become actively involved in the world of ThyssenKrupp. A scientific paper can also be a first-class entrance ticket to a career with ThyssenKrupp.

University partnerships – Direct links between the academic world and technology In addition to its commitment to practical training and study support programs, ThyssenKrupp supports talented students primarily through its intensive partnerships with universities in Germany and abroad

the challenges and interrelationships in such a large Group. The participants come from completely different areas. Without NEXT GENERATION, I would not have been able to establish such a diverse network so quickly. Once I’ve finished my degree, I think a trainee program will be the best entry path for me.” Bastian Hofmann agrees entirely: “The fact that you get to know people from other business units in the Group is a major plus. What problems do they face, what solutions have they found? I’ve learnt a huge amount and gained a lot of experience.” And that is exactly what Bastian Hofmann wants to continue doing in his current position, as there is every possibility he may go on to gain a doctorate.

Student workers – studies in your future professionFor students who have completed several semesters of their Bachelors degree or are studying for a Masters and already have concrete career aspirations, ThyssenKrupp offers the opportunity to take the first steps on the career ladder while still studying. Student workers are fully integrated members of the team and work independently on specific projects. They gain practical experience in the area they have decided to specialize in and can compare notes with experienced co-workers and forge new contacts. It should be noted that, unlike an internship, a student worker position is a regular, long-term agreement. It means that

Fig. 3 / Niklas Klein-Avink, ThyssenKrupp AG, Corporate Function Technology, Innovation & Sustainability

58 / Thema


58 /

route to achieving a doctorate, while developing specialist and interdisciplinary competencies. YOUR INNOVATION comprises four key program modules: As part of the coaching module, a professional coach provides support and advice during the PhD process. Mentoring stands for personal support from an experienced specialist or manager. It is possible to participate in specialist and interdisciplinary seminars and workshops, e.g. scientific writing, IT-based literature research, creativity workshops or communications training. Establishing networks with other PhD students as well as specialists and managers from the Group at presentations or evening events is another important component of the program. Individuals can participate in the program in two different ways:

° An “internal PhD student” concludes a two-year doctoral thesis

contract with ThyssenKrupp, with an optional one-year extension.

° An “external PhD student” has a position at a university or research

facility and cooperates with ThyssenKrupp on a practical project. The following aspects serve as selection criteria:

° Thesis topic of direct relevance to ThyssenKrupp’s

operating business

° Very good grades

° Relevant practical experience

° Internationality/international experience

° Commitment and a passion to perform

° Good social skills

Engineer Diana Neubert / Fig. 5 / and electrical engineer Ingo Pletschen are among those to complete the ThyssenKrupp PhD program. Looking back, both particularly underline the importance of the opportunities for personal development offered by the coaching and mentoring, as well as for networking: “There were a lot of discussions. We learned to

(see also the article “Innovation factor cooperation”). In many interesting projects there are intensive exchanges between research, education and business. In Germany, ThyssenKrupp has established long-term partnerships with Aachen University of Technology (RWTH), Berlin Technical University, Ruhr University Bochum and the technical universities in Dortmund and Dresden. Partnerships also exist with many other universities. The primary objective is to develop existing contacts and ensure mutual benefits for both sides. Other goals include making optimum use of the available resources of the partners with a view to support for qualified students, education and training, the exchange of scientific findings and support for university events. The focus lies on regular specialist presentations, guided plant tours, lecture programs or business simulation games to promote mutual understanding and provide insight. Along similar lines to the ThyssenKrupp partner universities in Germany, attractive support programs and projects for students are provided at several international locations including Nizhny Novgorod State Technical University (Russia), Tongji University in Shanghai/China and Waseda University in Tokyo/Japan.

The PhD program YOUR INNOVATION –Ideal link between theory and practiceFor many graduates, the opportunity to gain a PhD is a decisive factor in selecting their future employer. ThyssenKrupp offers interesting options for talented postgraduate students who wish to gain a doctorate at or with the technology group. As part of the two-year PhD program YOUR INNOVATION, academic talents receive targeted support and development opportunities. The aim is to provide PhD students with practical assistance and attract them to join ThyssenKrupp long-term. YOUR INNOVATION helps find the most direct and best

Fig. 4 / M.Sc. Bastian Hofmann, ThyssenKrupp Resource Technologies, Division Mining, Research & Development


ThyssenKrupp – Focus on young professionals – Engineering expertise in the field of tension between growth and environmental protection / 59


talents are set demanding challenges. They undergo development in teams and are prepared for a promising specialist or management career with the full support of a strong group. Based on a system of customized modules, the trainees are introduced systematically – i.e. step-by-step – to day-to-day operations and assume responsibility for small-scale, specific projects with a view to their future target areas. In short: There are no rigid, one-size-fits-all programs, but rather tailored training aimed at getting the best out of everyone. The corporate trainee program “Create (y)our future” takes graduates to a holding company position and to a subsidiary outside Germany in a period of 18 months. The foreign assignment enables participants to sThe temporary expatriates work on a project, establish international networks and experience the cultural diversity of ThyssenKrupp. They then return to their target organization via a further assignment in Germany. In addition to interesting, target group-specific retention programs, optimum contact and application opportunities are of central importance for successful recruitment. ThyssenKrupp is also well-positioned in this respect: The ThyssenKrupp career site was once again judged the best German career website from among more than 140 companies in 2013.

ConclusionAs a diversified industrial group, ThyssenKrupp focuses its core busi-nesses on leading market positions in global growth regions. Its em-ployees shape the image of the Group and its success with customers and other business partners. For this reason, ThyssenKrupp is constantly seeking young talents in the battle to attract the best minds, provides further training for specialists and managers and offers ambitious duties and career opportunities. The comprehensive offering is aimed at students in Germany and abroad, and ranges from internships and trainee programs to support in gaining PhDs. Close partnerships with numerous universities form a successful bridge between theory and practice. ThyssenKrupp offers young academics innovative products and a globally networked, independent way of working.

Contact: [email protected]/career

develop solution strategies for different problems. My skills in terms of the methods to apply in this context have improved significantly,” says Diana Neubert. “I have learnt so much. It’s a really good program!” Ingo Pletschen is now responsible for the “Innovations” department in the Research & Development unit at ThyssenKrupp Elevator CENE. He adds: “ThyssenKrupp is also an attractive group with many opportunities for electrical engineers. Through YOUR INNOVATION, I have been able to get to know the company intensively and establish contacts for various issues. I now use the knowledge about time management, giving presentations, etc. which I learned during the program in my day-to-day work.” Diana Neubert has also stayed with ThyssenKrupp beyond the program. She joined the research and development department for organic analysis at ThyssenKrupp Steel Europe in April 2013.

Trainee programs – Tailored training in Germany and abroad In addition to direct entry, trainee programs at ThyssenKrupp have proven an effective way of starting a career for graduates of technical and business courses. Thanks to a broad portfolio of different programs and the resultant opportunities, interested individuals are offered an excellent start. In the 12 – 24 month long trainee programs, the young

Fig. 5 / M.Sc. Diana Neubert, ThyssenKrupp Steel Europe,

Research and Development, Organic Analytics



60 /

Innovation factor cooperation ThyssenKrupp Elevator puts its faith in university partnerships worldwide

DIPL.-WIRTSCH.-INF. (FH)/mBA SASCHA FRömmING Manager Innovation ThyssenKrupp Elevator AG Essen

DIPL.-ING./m.A.S. JAvIER SESmA Managing Director ThyssenKrupp Elevator Innovation Center Gijón/Spain

DIPL.-ING. THOmAS FELIS VP Innovation Management ThyssenKrupp Elevator Americas Atlanta, GA/USA

DIPL.-ING. (FH) THOmAS EHRL Engineering Training Manager ThyssenKrupp Elevator AG Essen

DIPL.-JOuRN. (FH) JENS HOLTGREFE Junior Manager Corporate Communications ThyssenKrupp Business Services GmbH Essen

Creative ideas factory: ThyssenKrupp Elevator Innovation Center in Gijón/Spain


Innovation factor cooperation – ThyssenKrupp Elevator puts its faith in university partnerships worldwide / 61

Open InnovationOpen innovation has become one of the most frequently used terms in research and development since it was coined in 2003 by Henry Chesbrough, a professor at the Haas School of Business of the University of California, Berkeley/USA. It describes a strategy where-by businesses avail themselves of external knowledge and exploit it for their purposes. In this way a company’s internal innovation base is widened by ideas and technologies from outside. Since 2010 ThyssenKrupp Elevator has also been increasingly using this approach. For this, a dedicated “innovation management think tank” was established within the company’s SEED Campus global training plat-form. Geared to the long term and focused particularly on research issues, the think tank is project-based and serves as a platform for sharing ideas. In it, employees from all over the world and from different hierarchical levels and functions defined an innovation management process that primarily pursues global goals but also takes account of local requirements and local organizational structures. The new innovation management process is to be implemented at the three Research and Innovation Centers in the USA, Germany and Spain by the end of 2013. The central principle is: ‘Think Global – Develop Local!’

Firmly integrated with the mission statementHowever, the fundamental idea of open innovation goes far beyond geography: Values such as diversity, honesty, openness and coopera-tion reflect the new Group mission statement “We are ThyssenKrupp”, which emphasizes things such as competence, diversity, global reach, new paths, promoting skills and developing employees. The ground-work is therefore in place for a corporate culture in which open inno-vation plays an important role. Now the task is to create an innovative environment and a sustainable innovation culture. Like many com-panies in the ThyssenKrupp Group, ThyssenKrupp Elevator is putting its faith in partnerships with universities – a win-win situation for both sides: On the one hand, students benefit from a practical, real-world education, and on the other universities perform certain services in the area of research and development.

Especially at a time of advancing globalization and technological change, innovation is essential to ensure competitiveness and economic growth. But innovation is not just about developing and deploying new technologies: Above all, sustainable innovation requires highly trained specialists and increasingly also an extensive exchange of knowledge between business and research. Experts believe this cooperation is key to the future of industry and society. In recent years ThyssenKrupp Elevator has continuously expanded its partnerships with universities around the world. This process has been accompanied by a radical change in the company’s approach to innovation management.


62 /

In most cases, the collaboration keeps on paying dividends for years to come, as shown by the partnership with the University of Oviedo, one of Spain’s oldest and most venerable educational institutions.

Universidad de Oviedo (Spain)In Asturias in northern Spain, ThyssenKrupp Elevator engineers enjoy ideal conditions for developing new products: The ThyssenKrupp Elevator Innovation Center with its real scale prototype laboratory and state-of- the-art office facilities is housed in the Universidad Laboral in the coastal city of Gijón – 25 kilometers north of Oviedo / Figs 1 and 2 /. Here, on the university campus and in the nearby technology park, a variety of research, industrial and creative sector firms employing over 10,000 people have set up business in recent years; an unusual mixture of theory and practice with particularly high potential for innovation. Since the signing of the first framework contract with the Polytechnic University of Gijón in 2001, ThyssenKrupp Elevator has continuously

strengthened its collaboration with the academic research groups. A second framework contract was signed in 2007. Among other things it covers fellowships and internships for MSc students at the University of Oviedo, enabling them to gain practical experience working for a global company while they study – an important criterion for many firms recruiting new employees. The contract also covers cooperation at various levels of research, development and innovation as well as intensification of practical partnerships between the university and ThyssenKrupp Elevator’s production and administrative locations in the region / Fig. 3 /. The initial focus was the establishment of research and PhD programs focused primarily on escalators, moving walks and passenger boarding bridges. Now it has been expanded to include technologies for elevators, covering innovation across the entire business area.

Consistently innovativeTo date, numerous innovations have emerged from the partnership between ThyssenKrupp Elevator and the University of Oviedo – technical innovations like optimized power transmission or the lubrication-free pallet band / Fig. 4 / that are today found in various ThyssenKrupp Elevator products – including the iwalk® (see ThyssenKrupp techforum, issue 1/2012). This new type of unit is seen as a milestone in the moving walk industry. Its biggest advantage is its reduced space requirement compared with conventional models. The new design reduces

Figs 1 and 2 / The Universidad Laboral in Gijón/Spain offers

ThyssenKrupp Elevator engineers ideal working conditions.


installation depth by more than 50 percent – meaning that the horizontal version of the iwalk® can be installed directly on an existing floor, saving engineering effort and cost. At the same time the system’s modular construction provides greater flexibility. Thanks to cooperation with the University of Oviedo and the use of advanced simulation soft-ware the mechanical components have been optimized for durability and load performance. Two further patents – “accelerated moving walks” and “handrails for variable speeds” – underline the success of the partnership.

Georgia Institute of Technology (USA)ThyssenKrupp Elevator has also initiated a regional partnership in the USA: Since January 2013 it has been cooperating with the Georgia Institute of Technology in Atlanta/USA – one of the country’s top research universities with more than 900 lecturers and over 21,500 students / Fig. 5 /. The partnership in the field of innovation management was initiated by the Operating Unit Americas (AMS) of ThyssenKrupp Elevator. The establishment of a joint innovation management group will generate significant added value at the interface between researchers in high-tech sectors and the company, providing new opportunities for forward-looking thinking and new ideas for improved product properties. Besides the institute’s global reach, with many contacts with international partner universities, another key factor in choosing the

university as a cooperation partner was its technological start-up center. The roughly 340 start-up enterprises located here provide ThyssenKrupp Elevator with access to the latest technologies. Another positive factor is the working environment: ThyssenKrupp Elevator’s innovation management office is situated in the university’s partner building, where staff are right next door to 40 different start-up com-

Fig. 3 / Knowledge transfer in practice at ThyssenKrupp Norte S.A. in Mieres/Spain Fig. 4 / One result of the university partnership in Spain:

the lubrication-free pallet band

Fig. 5 / Georgia Institute of Technology in Atlanta/USA



64 / Innovation factor cooperation – ThyssenKrupp Elevator puts its faith in university partnerships worldwide

panies and international industrial firms – an ideal environment for a successful innovation culture. Joint development agreements have already been signed with two start-up businesses since January. They enable ThyssenKrupp Elevator to identify leading-edge technology and drive the development of new applications and functions. Both factors are important in cementing and building on the company’s leading position on the US market. Initial results indicate that the collaboration will create added value in many different areas of the company. The strategic goal of generating open, creative ideas is supported by a deliberately heterogeneous personnel recruitment model.

School of Science and Technology – University of Northampton (UK)A further contractually agreed partnership has existed since 2012 with the School of Science and Technology of the University of Northampton in central England / Fig. 6 /. ThyssenKrupp Elevator’s Product/R&D Corporate Department initiated the collaboration with the university, which is one of the few universities worldwide to provide special courses in elevator technology. It offers courses for the degrees of Master of Science (MSc), Master of Philosophy (MPhil) and Doctor of Philosophy (PhD), the highest postgraduate academic degree. Based on pre-existing contacts a platform has been created for widening long-term joint research and development projects. “We are delighted that this prestigious partnership has been forged”, commented Professor Kamal Bechkoum, Executive Dean of the School of Science and Technology.

“In view of current worldwide interest in the development of safe and cost-effective means of vertical transportation this is an internationally important cooperation program in the area of modern elevator technology. The partnership demonstrates ThyssenKrupp’s recognition of the high standards of our research program. It will lead to increasing research and innovations on both sides, creating safer and more efficient transportation systems in world-class high-rise buildings.”

A living and open innovation culture is the basis for sustainable business success.

Fig. 6 / Center of research in elevator technology: The School of Science and Technology –

University of Northampton/UK



Mr. Allen, you are currently studying at the University of Northampton. Can you tell me what such a part-time course involves, what are the main themes/subjects and how long will you stay in the UK?

I am currently enrolled in the MSc program in Lift Engineering at the University of Northampton. The MSc in Lift Engineering focuses on technical issues related to the elevator design, maintenance, and safety codes in addition to commercial and managerial aspects of the elevator industry. The program is structured for distance learning making it possible for off-campus completion of the degree studies while maintaining a normal work schedule. The curriculum is based on study modules some of which are compulsory including Lift Applications Engineering, Codes and Standards, Management of Construction Industry Contracts, and a Dissertation. There are also elective modules allowing the student to specialize in a particular area of interest or focus on studies specific to their career needs. On average, the MSc requires three years to complete including two years for completion of the course modules and one year for the dissertation based on a research study.

How can you benefit from this knowledge for your future career?

The graduate studies in Lift Engineering at the University of Northampton have greatly expanded my knowledge in both the technical and commercial aspects of the elevator industry. This knowledge has proven to be valuable in my current role as an engineer in research as well as providing skills and training useful for career development.

What teaching and research possibilities does the University of Northampton offer scientists and students in lift technology? What inspires you in this area of research?

There are numerous opportunities for research for students in Lift Engineering at various levels through the post graduate degree programs offered by the University of Northampton. The MSc degree requires a dissertation based on a research study specific to the elevator industry. The university offers MPhil and PhD research degrees providing additional opportunities for advanced research. Research topics cover a broad range of areas relevant to the theory and practice in the elevator industry.

What exactly does a university program in Lift Engineering involve? How specialized, realistic and innovative is such a program?

The Lift Engineering program is unique in that it is a specialized engineering curriculum combining elements from various engineering disciplines and management practices relevant to the elevator industry. To my knowledge, the University of Northampton has the only provision of this type in the world offering a wide range of programs in Lift Engineering at the undergraduate and post graduate levels. The distance learning based format makes the degree programs accessible to anyone and attracts engineers, consultants, and managers from around the world.

How would you assess a partnership such as this one between the University of Northampton and ThyssenKrupp Elevator and how do both sides benefit from such cooperation? Why is there a need for such cooperation in your opinion?

In my view the cooperation between TKE and the University of Northampton is beneficial for both parties. For TKE it represents an opportunity to partner with the leading education and research institution in this field, providing support for advanced research and career development for ThyssenKrupp employees. For the University of Northampton it is an opportunity to partner with a leading supplier in the global elevator industry that can support the advancement of research for a wide variety of topics relating to the elevator industry.

ConclusionTechnological change has accelerated rapidly in the past two decades. Innovation and product lifecycles have shorted dramatically; new knowledge and innovative technologies have become the basis for competitiveness and economic growth. However the necessary preconditions for this are a successful transfer of research ideas and results, and an unhindered, cross-border exchange of knowledge. This is where interactive coopera-tion between companies and universities comes in. As a general rule, the better the exchange processes between business and academic worlds, the more successful the research work will be. In recognition of this, ThyssenKrupp Elevator has intensified its innovation and value creation processes with various cooperation agreements. Increased collaboration in the areas of research and development, networking and training, including internship and dissertation programs, serves the interests of both sides.

Increased research and development activities on the one hand, training of staff and students on the other – close cooperation between universities and companies offers numerous advantages and new opportunities for both sides, as explained by Steve Allen (49), development engineer at the Research and Innovation Center of ThyssenKrupp Elevator in Horn Lake (USA) and MSc student at the University of Northampton in the interview below:


Six Sigma and Lean as part of Operational Excellence activities at ThyssenKrupp DIPL.-ING. PETER KRECHEL Master Black Belt, Coordination Six Sigma/Lean ThyssenKrupp AG Essen

B.ENG. mARCIO R. TASSONI Six Sigma Black Belt ThyssenKrupp metalúrgica Campo Limpo Ltda. Campo Limpo/Brasil

SIByLLE DEGENHARDT Manager Process Improvements, Training, E-Learning ThyssenKrupp Schulte GmbH Essen

DIPL.-KFm. THORSTEN ZAuBER Head of Material Supply in Purchasing and Logistics ThyssenKrupp Steel Europe AG Duisburg

66 /

Forging of a crankshaft


Six Sigma and Lean as part of Operational Excellence activities at ThyssenKrupp / 67

Operational Excellence at ThyssenKruppFor a customer-oriented production and service company like ThyssenKrupp it is second nature to continuously improve its products and processes. Continuous improvement ensures that customers can rely on promised properties of a product or service being achieved, and makes it possible to offer competitive prices. The companies belonging to the ThyssenKrupp Group use a large number of proven Operational Excellence tools and methods. Operational Excellence activities in the Group are playing a significant role in the success of the Groupwide impact program launched by ThyssenKrupp to support and implement its strategic change process. The program is driven at corporate level and breaks down to individual company level via impact coordinators in the business areas. To recognize special achievements under the program, impact Awards are presented each year in conjunction with the ThyssenKrupp Innovation Awards and Groupwide Black Belt certification.

Operational Excellence methods and toolsThe methods used are as diverse as the companies in the Group. Various systems have been established, from 6S programs in the distribution and service operations of the Materials Services business area to comprehensive pro-duction systems – using proven methods such as Six Sigma, Total Productive Maintenance (TPM), Flow/Just-in-Time (JIT) – in the automotive operations of the Components Technology business area. All of them are aimed at meeting customer requirements reliably and efficiently / Fig. 1 /.

At ThyssenKrupp, processes and products are constantly under review. In addition to skilled and motivated employees this frequently requires the use of methods and tools from the Toolbox Operational Excellence. The use of these tools in administration, production and logistics is illustrated with reference to several examples.


68 / Six Sigma and Lean as part of Operational Excellence activities at ThyssenKrupp

processes and products. Analysis of customer require-ments offers ThyssenKrupp companies the opportunity to tailor products and services even more closely to customer needs. For this reason several lighthouse projects have been launched in which the “Design for Six Sigma/Lean (DFSS)” approach is used. The feedback from the projects is universally positive. Group companies with very detailed development processes have added selected DFSS tools and so focused their activities even more sharply. Other companies with a less standardized development process profit not just from the tools but also from the structured, very stringent approach provided by the five DFSS phases Define, Measure, Analyze, Design and Verify. In this way customer requirements are designed into pro-ducts and processes measurably, comprehensibly and transparently and a basis is created for managing and continuously improving the processes, e.g. adapting them to new or changed customer requirements.

Toolbox Operational ExcellenceIn close cooperation with experts from various Group companies a common toolbox has been created that combines the methods used at ThyssenKrupp and makes them available to the Group on a standardized basis / Fig. 2 /. The toolbox contains 50 tools, combined in six methods.

Improvements to existing processes – Six Sigma / Lean In addition to the specific methods, various universal, struc-tured methods are used to analyze existing action areas, identify root causes of problems and so facilitate targeted and sustainable improvement. To improve existing pro-cesses within projects ThyssenKrupp uses a combination of Lean and Six Sigma – a method employed in all business areas for process optimization. The combination of the associated tools creates a process optimization toolbox from which – based on the structured, 5-phase DMAIC approach (Define, Measure, Analyze, Improve, Control) and the resultant roadmap – the right tools can be used to match the situation. All the standard methods and tools are contained in the toolbox. In selecting the right tools, project leaders are supported by a set of key questions handed over to them with the standardized project documentation. In this way the use of compulsory tools is avoided and a targeted approach focused on the key questions is facilitated.

Development of new processes/products –Design for Six Sigma / LeanThe requirements of external and internal customers are also paramount when it comes to developing new

Fig. 1 / 6S program at BA Materials Services / Production system at Presta Steering

KaizenTeamworkTasks &

Qualification

LeanAutomation

Just-in-TimeProduction

TOPWorkplace

ZeroDefects

visualmanage-

ment

Active Leadership

Design for manufacturing

Supply Chain

manage-ment

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Delivery

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The forward-looking program for greater safety and success


Six Sigma and Lean as part of Operational Excellence activities at ThyssenKrupp / 69

Example projects (DMAIC)ThyssenKrupp Metalúrgica Campo Limpo in Brazil produces over 744,000 heavy-duty connecting rods per year for two customers on one of its machining lines. As a result of growing customer demand the need arose to increase output significantly. For this reason a project was initiated in 2011/12 with the aim of reducing takt time from 0.50 to 0.42 min/piece. A key challenge was to increase pro-ductivity while at the same time reducing labor costs. Owing to the complexity of the task it was decided to use Six Sigma/ Lean (DMAIC) as a method set, not only because it offered efficient and proven tools but also to establish a transparent “common thread” to ensure the strong involvement of the motivated team members. The first step was to identify suppliers, input/output variables, process and customers and determine the process limits within the supply chain. Using value stream analysis and a Six Sigma process map, various oppor-tunities for improvement were identified and validated by statistical analyses. During the course of implementation, failure mode and effects analysis (FMEA) was used to examine the interplay between the various manufacturing steps within the process and prioritize the core measures necessary to achieve a new, lean process. The integration of previously unused equipment in conjunction with optimized machine settings and parameters based on DoE (Design of Experiments) finally brought the breakthrough. The pro-

Each method and each tool is standardized and made available to ThyssenKrupp employees on the ‘worknet’, the corporate intranet. Unlike many other toolboxes, the ThyssenKrupp solution doesn’t begin with project execution but contains generic and structured methods to develop and subsequently select project ideas.

Six Sigma / Lean improvement projects (DmAIC)

Broad project portfolioAs a diversified industrial group with strong materials expertise ThyssenKrupp provides a wide range of services for its customers – from engineering and project manage-ment in the construction of large industrial facilities, to the development and manufacture of naval ships, automotive components, design/manufacture/installation/maintenance of elevators, escalators and related products, to steel production, materials distribution and associated services. Each of these services is based on efficient, externally and internally connected processes involving diverse customer requirements. These processes form a perfect starting position for the use of Operational Excellence methods. It is irrelevant whether they are production, administration or service processes. If the subject area is very complex or the prospective project overly extensive, ‘scoping’ is employed to divide the subject into several inter-connected projects to produce a transparent, readily manageable project landscape.

Fig. 2 / ToolboxforOperationalExcellence(TOPEX)

Focus on Process ExcellenceThe methods and tools in the toolbox provide assistance with developing, implementing and continuously improving processes.

Customer satisfaction and cost-efficiency as a focus of ThyssenKrupp’s activities

Process Excellence

- Identify and understand customer requirements*

- Keep processes focused on customers

- Ensure effective and efficient processes

Continuous improvement

- Constantly review and improve processes

- Operating processes

- Administrative processes

Toolbox OperationalExcellence

* In terms of Operational Excellence this means both internal and external customers.


70 / Six Sigma and Lean as part of Operational Excellence activities at ThyssenKrupp

ensure customers obtain high-quality, reliable advice – now and in the future.

Development projects (Design for Six Sigma /Lean)

First stepsOperational Excellence methods are also being used to improve intra-Group processes and services. The leader of the “Lean Warehousing” project, a Six Sigma Sigma / Lean Black Belt, recognized that a mere improvement to the existing 24/7 spare part supply process of a large plant was not enough and instead a complete redesign of supply chain processes within his area was necessary, including a new logistics warehouse as the heart of spare parts logistics. Design for Six Sigma / Lean was selected to fit the new process into the existing process landscape. The method applies requirements management to collect the requirements of everyone involved in the process, prioritize them, make them measurable, detail them in rough and fine planning and then implement them. The Black Belt and his team collected well over 20 different customer requirements – ranging from production to purchasing, other technical departments and controlling. Then the requirements were ranked, categorized into basic factors, performance factors and excitement factors according to the Kano model, and assigned measurable targets and tolerances / Fig. 3 /.

ject members mastered the challenge of achieving the specified process stability and capability through the inter-play of the various manufacturing steps. The Six Sigma / Lean tools also contributed to this. Project results: Takt time was reduced – as planned – to 0.42 min/piece. In addition, significant savings were achieved thanks to further improvements in the process. The project came third in the 2012 ThyssenKrupp impact Awards and also won a customer award for its outstanding results. To exploit the findings from the project as quickly as possible, a follow-up project was defined even as the project was running and is currently in process. Implementation is planned for fiscal year 2012/13. Another example of successful implementation is an administrative project carried out at ThyssenKrupp Schulte, Germany’s leading materials service provider for steel, stainless steel and nonferrous metals. The management decided to initiate a Six Sigma / Lean project in order to maintain the company’s competitive edge with regard to high-quality advice and cross-selling. The aim was to set up a transparent, nationwide training program based on the knowledge available within the company, and improve organizational processes. The project leader analyzed cross-site processes and together with her cross-functional team developed an overarching process solution for ThyssenKrupp Schulte. Certified training courses for sales employees, transparent KPIs and targets, and a standardized process for central and local training management

Excitement factor, e.g.

- Advance notification

of large portion

- Complex parts only with

handling instructions

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- Compliance with time window

- 100% complete SAP

master data

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- Workplace safety

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- Completeness/integrity

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Fig. 3 / Customer requirements for spare part process in the ‘Kano model’


/ 71

Excellence an innovation toolbox is being developed which will make know-how for generating ideas for new innovative processes and products available throughout the Group. DFSS tools as well as a number of further tools will form the basis of this toolbox.

In the following design phase, different rough concepts were evaluated and developed into one efficient solution using Lean tools such as ‘Poka Yoke’, ‘6S’ and Total Productive Maintenance (TPM). The new process not only meets the requirements of the production department, which receives spare parts within the shortest possible time, but sets new standards for efficiency and workplace safety / Fig. 4 /.

OutlookEfficient, customer-oriented and innovative processes and products are the basis of ThyssenKrupp’s business success. Based on experience with the Toolbox Operational

Fig. 4 / Plan of the Lettebecken spare parts center in Duisburg-Schwelgern


Virtual reality: a forward-looking technology

Engineering tools as a basis for Industry 4.0DR.-Ing. DIRK ZIESIng Corporate Function Technology, Innovation & Sustainability ThyssenKrupp Ag Essen

DIpl.-Ing. nIKlAS HOCHSTEIn Corporate Function Technology, Innovation & Sustainability ThyssenKrupp Ag Essen

72 / 72 /


Industry 4.0The industrial nations – and especially Germany – are currently on the threshold of the fourth industrial revolution. The first industrial revolution took place in the 18th and early 19th centuries with the mechanization of activities which had up to then been done manually. A key role in this development was played by the steam engine, improved by James Watt and registered for patent in 1769. 1803 saw Franz Dinnendahl build his first steam engine in Essen/Germany. This event could be seen as a positive omen for Essen-based ThyssenKrupp, which is playing a com-parable role in the forthcoming process of radical change in the industrial world. The second industrial revolution took place at the beginning of the 20th century with the advent of assembly lines for mass production. This enabled Henry Ford, pioneer of the automobile industry, to cut the price of his Model T car from 850 to 370 dollars. The third industrial revolution started around 1970 with the wide-scale automation of production facilities using programmable control systems and industrial robots. Based on a US patent dating back to 1954, the first pro-grammable manipulator went into operation at General Motors in 1961, where it was used to handle injection molded parts. Now, Industry 4.0 is revolutionizing production anew. The strength of this new revolution no longer lies in producing the largest possible batches of stereotypical products but rather in flexibility, extensive automation, and communication

of the product components with the production plants and between the autonomous production, storage and supply systems they use. This communication will no longer be bound to specific protocols and bus systems, but will happen wirelessly via the internet. And this does not only relate to production; the fourth industrial revolution is also leading the area of product development away from classic products – largely defined by their mechanical properties – and more towards cyber physical systems (CPS), in which functions are clearly defined by electronics and software. Today, electro-nics are already driving around 80 percent of all innova-tions, with the electronics themselves controlled to some 90 percent by software functions. Products are becoming intelligent; outstanding examples of this trend include innovative elevator control systems from ThyssenKrupp Elevator Technology and adaptive chassis components from ThyssenKrupp Chassis. From the particular perspectives of international com-petitiveness, resource and energy efficiency and social framework conditions, Germany as an industrial center will have to master some tough challenges if it is to maintain and strengthen its leading position in the areas of automation technology and machine and plant construction.

Engineering ToolsThyssenKrupp is currently in a phase of radical change. A multitude of approaches, initiatives and projects are providing the basis for a stronger sense of unity among the company’s employees – ‘WE are ThyssenKrupp’ – which is also being expressed in engineering tools. The term 'engineering tools' embraces all software aids that help technicians and engineers contribute their ideas and experience to the development of products and production processes. ThyssenKrupp has around 16,000 engineers throughout the Group, all of whom spend about half of their working time interacting with complex, computer-aided tools. The days when these creative minds stood at drawing boards and worked with slide rules are long gone. Today, the engineer’s key tool is the PC, equipped with software systems providing targeted support for all technical activities. On the one side highly specialized, on the other side multifunctional and multiphysical, these engineering tools bring with them a particular degree of complexity. CA (computer-aided) techniques can be categorized in accordance with their fields of application. First and foremost we have computer-aided design, the acronym of which – CAD – is now common parlance. In a diversified technology group, however, CAD systems come in various forms. For example a parametric 3D system is ideally suited to the requirements of the Component Technologies business area, whereas some parts of the plant construction and shipbuilding businesses require custom CAD solutions. Common to all systems is that they are used to create a virtual model of the future product.

Engineering tools as a basis for Industry 4.0 / 73

Industry 4.0 – the fourth industrial revolution – is a topic

of much discussion in the trade press and presents

ThyssenKrupp with a number of challenges. Mastering

the growing share of electronic and software components

in products, the increasingly tightly organized and highly

integrated development process, as well as the seamless

and highly flexible interfacing of production processes

are key competencies for the Group going forward. Real

and virtual products are increasingly merging together.

In this connection, the use of software tools in engineering

and linking them seamlessly plays a central role as infra-

structure for product knowledge.


manufacturer A Supplier B manufacturer B

Bill of Material

Product datamanagement

Local datamanagement

Data generationauthoring systems


In the further course of the development and validation process this model can be subjected to targeted computer simulations. Using the currently available application soft-ware and hardware capacities, the finite element method (FEM) enables development teams to simulate mechanical, thermal, acoustic and/or electromagnetic stresses, not just for components but also for complete assemblies including all key adjoining equipment areas. For liquid, gaseous and particle-loaded media, the spectrum of simulation options is supplemented by compu-tational fluid design (CFD) tools. Also gaining importance is the discrete elements method (DEM) / Fig. 1 / used in connection with special bulk material applications at ThyssenKrupp Resource Technologies and also in steel mill processes. CAM (computer-aided manufacturing), CAP (computer-aided planning), CIM (computer-integrated manufacturing) and CAQ (computer-aided quality assurance) round out the catalog of engineering tools for meeting requirements in all phases of the product creation process.

Product Lifecycle Management (PLM)In order for a product – of whatever type – in the devel-opment phase to be able to predict the next process stage necessary for its completion, and for the production equipment to be appropriately prepared, it is essential that the corresponding information, data and models are made available. All of this feeds into the product lifecycle management process, the basis of which is an interdisciplinary product data management system fed by various different engineering tools in the individual disciplines. PLM is the integrated and targeted management of product information, from initial idea through to recycling. The networking of engineering systems is of great impor-

tance in ensuring a full and secure flow of information, and against the background of Industry 4.0 these requirements will increase further. Day in, day out at the companies involved, the question arises as to how increasingly growing design models can be exchanged between customers, manufacturers and suppliers on a secure and automated basis. Further dif-ficulties may arise if data needs to be converted in order to enable communication between two different systems / Fig. 2 /. This complexity can only be countered through closer collaboration between IT vendors and industrial customers. With this in mind, ThyssenKrupp has, together with over

Fig. 1 / DEM simulation at ThyssenKrupp Resource Technologies

Fig. 2 / Stand-alone solutions hinder the flow of information (source: CPO, ProSTEP iViP e.V.)

CAETDm

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PDm 1 PDm 2Bom

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CADTDm CAD Computer Aided Design

CAE Computer Aided Engineering

TDm Tool Data Management

Systems from IT vendors or proprietary sytems

Fig. 3 / ThyssenKrupp Forging Group: From virtual to real crankshaft


transferred directly to the production equipment. This can, for example, be a combined drilling/milling center in which complex components can be produced fully automatically by means of cutting technology. This classic computer-aided production discipline is constantly being refined to ensure the interpretation of the geometric data results in the most effective possible tool selection and optimal tool paths. The great potential of this sub-area of engineering tools becomes clear against the background of Industry 4.0: The more intensive the communication between the virtual product, the real product and the production machines, the more flexible and efficient the intermeshing processes can be made. Consistent use of geometric data is already being made at the ThyssenKrupp Forging Group, where the contours of the completed crankshaft as end product are fed into the full process chain to enable corresponding interpretation of the blank to be forged, optimal design of the forging die in terms of tool life and quality, and control of the machines / Fig. 3 /.

40 other companies, joined the Codex of PLM Openness (CPO) initiative and is working in the core team on the further development of the document. The initiative’s declared objective is to encourage and foster the unimpeded – but nevertheless secure – flow of information between the systems. Its key objectives are to achieve standardized interfaces, interchangeability of individual system components, as well as the possibility of pooling various systems into an integrated system lands-cape embracing design, simulation and administration systems. This collaboration is expected to produce structured, efficient and economically viable system landscapes which will help shorten innovation cycles and reduce development costs.

CA prerequisites for Industry 4.0Connecting computer aided design and manufacturing is an important step towards directly linking engineering with the production environment. The data on the models, which the designer uses to define unambiguous part geometries, are translated into a machine-oriented language and



Fig. 4 / ThyssenKrupp Marine Systems: Interaction with a virtual reality power wall


Virtual und Augmented RealityVirtual and augmented reality is understood as the immersive depiction of geometric data by means of 3D visualization. The viewer is able to immerse himself in a virtual world and interact with the components and assemblies / Fig. 4 /. Augmented reality technology superimposes images of virtual objects over the real environment / Fig. 5 /. ThyssenKrupp Marine Systems uses virtual reality as a component of a computer-based training platform for ships’ crews. Software applications from product devel-opment are merged with technologies from the area of game engines, thus making it possible for end customers to directly experience the virtual world / Fig. 6 /. In parallel with this, augmented reality is also used in engineering activities at Howaldtswerke Deutsche Werft; individually manufactured plastic models in submarine production are being replaced by virtual scenarios which are combined via tablet computer with the real construc-tion situation in the interior of the vessel. This will enable

Fig. 5 / ThyssenKrupp Marine Systems: Superimposition

of a test geometry with virtual data



A further benefit lies in the product costing measures likewise commenced at an early stage of the product creation process. As early as the CAD design phase the design team can be made aware of what financial impacts a freshly created drilling or milling operation, for example, or even the selection of materials could have in terms of production location, type of manufacturing process and the number of units. This ensures cost transparency and planning certainty.

ConclusionIntensified interaction of the disciplines described – and the efficient and structured flow of information via people, systems and machines resulting from it – is a major challenge which the entire ThyssenKrupp Group will be taking up. The result is a powerful tool for meeting all the requirements arising in the age of Industry 4.0.

considerable time savings in the future, especially where the complex routing of pipework is concerned / Fig. 7 /. But how is this method of superimposing reality with fiction made possible? 3D laser scanning procedures are increasingly being used to capture the existing topology; scanning with a laser beam generates a true- color, three-dimensional depiction comprising millions of individual points. Combining several such scans from various different perspectives produces a point cloud which can be converted into a CAD model by means of appropriate tools. The computer compares common geometric features between the measurements and the separately designed components to permit precise superimposition and visualization.

Product costingThe use of engineering tools and the introduction of virtualization in an early phase of the development process make it possible to achieve direct cost savings and minimize risks. Described as 'frontloading', this method identifies design errors at an early stage which can then be rectified with far less outlay than if they had remained undiscovered until a more advanced stage of the product creation process. The worst-case scenario would ultimately be a recall campaign after the products have already been delivered to the end customers.

Fig. 6 / ThyssenKrupp Marine Systems: Virtual training scenario in a submarine Fig. 7 / ThyssenKrupp Marine Systems: Augmented reality

in the routing of pipework

ThyssenKrupp AG

P.O. Box

45063 Essen, Germanywww.thyssenkrupp.com

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