Products – Markets – Environment – Energy – IT – E-Mobility – Drive Technology – Future Energy autoregion international Greater Region Mobility Innovation Issue 01/2022
DER VOLLELEKTRISCHE EQB. Kantig. Charakterstark. Elektrisch. Der vollelektrische EQB verbindet Mercedes-EQ typische Designelemente und elektrisches Fahren auf eine völlig neue Art und Weise – mit optional bis zu sieben Sitzplätzen*, großzügigem Laderaum und MBUX Multimediasystem. Jetzt bei uns erleben. EQB 350 4MATIC | WLTP: Stromverbrauch kombiniert: 19,4–18,1 kWh/100 km; CO2-Emissionen kombiniert: 0 g/km. 1 1 Stromverbrauch und Reichweite wurden auf Grundlage der VO 2017/1151/EU ermittelt. *Der EQB bietet serienmäßig fünf Sitzplätze und ist optional als Siebensitzer erhältlich. Die beiden Sitzplätze in Reihe drei können von Personen bis 1,65 Metern Körpergröße genutzt werden, auch die Montage von Kindersitzen ist dort möglich. Anbieter: Mercedes-Benz AG, Mercedesstraße 120, 70372 Stuttgart Partner vor Ort: Torpedo Garage Saarland GmbH Torpedo Garage Saarland GmbH, Untertürkheimer Str. 1, 66117 Saarbrücken | Neunkirchen | Saarlouis | St. Wendel Tel.: 0681 507-0 | Mail: firstname.lastname@example.org | www.torpedoconnect.de
3 The transformation of the automotive and supplier industry is in full swing. Our declared goal is to make this process sustainable and socially just. The great challenge is therefore, on the one hand, to support the companies. They face demanding challenges to achieve the climate and decarbonisation goals. At the same time, we must continue to drive forward both the mobility transition and climate protection. Electromobility plays an important role for the mobility of the future as well as in achieving climate protection goals. In the Saarland, we are continuously developing electromobility. The main aim is to make the important areas of transport and mobility more sustainable. The successful expansion of the charging infrastructure is an essential prerequisite for the widespread use of electromobility in Saarland. Therefore, we also support the municipalities in their planning. However, out of a sense of responsibility towards younger generations, we are not putting all our eggs in one basket when it comes to drive systems. Rather, we will focus on further drive technologies such as hydrogen-powered vehicles, whether these are equipped with fuel cells or with combustion engines suitable for hydrogen. Saarland automobile country: Growth through change By State Secretary Jürgen Barke, Ministry of Economic Affairs, Labor, Energy and Transport of Saarland Our goal is to actively shape change within the automotive industry. In doing so, we in the Saarland are at the side of both our companies that are implementing this change and our citizens. And in doing so, we do not limit ourselves to a single target-oriented technology. We rely on different types of drive – and thus ensure that we can successfully contribute to climate protection in the short, medium and long term. Share procurement in public transport and in the logistics sector. We are also not ignoring bio-based and synthetic fuels, because: It is not the combustion principle of diesel and petrol engines that endangers the environment, but the fossil fuels. This is another reason why we are examining which legal and political framework conditions are needed for the mass production of climate-neutral eFuels and which funding scenarios are possible for the production and distribution and, above all, for the development of international cooperation in the field of eFuels. In addition to the efficiency of eFuels, however, their reliable availability is also a prerequisite for this. And let’s not forget: ultra-modern piston engines in the automotive industry will have potential on the global market for many years to come. Saarland’s suppliers are also ideally positioned for this. In Saarland, we see climate protection and transformation in the mobility sector as both a challenge and an opportunity. And on the way there, we continue to rely on innovation, entrepreneurial spirit and social acceptance. Summary Saarland Automobilland: Wachstum durch Wandel Von Staatssekretär Jürgen Barke, Ministerium für Wirtschaft, Arbeit, Energie und Verkehr des Saarlandes Unser Ziel ist es, den Wandel innerhalb der Automobilbranche aktiv zu gestalten. Dabei stehen wir im Saarland sowohl unseren Unternehmen, die diesen Wandel vollziehen, als auch den Bürgerinnen und Bürgern zur Seite. Und dabei beschränken wir uns nicht auf eine einzige zielführende Technologie. Wir setzen auf Weiterlesen https://t1p.de/m0af State Secretary Jürgen Barke, Ministry of Economic Affairs, Labor, Energy and Transport of Saarland In the field of mobility, some measures of the Saarland Hydrogen Strategy are already being implemented, such as the gradual procurement of hydrogen vehicles for the fleet of the state government, but also vehicle verschiedene Antriebsarten – und stellen so sicher, dass wir kurz-, mittel- und langfristig erfolgreich … Bild: © Peter Kerkrath
4 Saarland automobile country: Growth through change By State Secretary Jürgen Barke, Ministry of Economic Affairs, Labor, Energy and Transport of Saarland 03 Towards a new pole position with high regional added value! By Dr. Carsten Meier, Managing Director of the Saarland Chamber of Commerce and Industry and member of the board of the Autoregion Cluster 10 Where to put it – are we facing a disposal problem with old e-car batteries? By Armin Gehl, Managing Director of autoregion e.V., Saarbrücken 06 Synthetic fuels – an integral element of a decarbonisation strategy in the transport sector By Prof. Dr. Gerhard Reiff, Chairman of the Management Board of KST-Motorenversuch GmbH & Co. KG 12 Saarland automobile country: 3 Growth through change By State Secretary Jürgen Barke, Ministry of Economic Affairs, Labor, Energy and Transport of Saarland Where to put it – are we 6 facing a disposal problem with old e-car batteries? By Armin Gehl, Managing Director of autoregion e.V., Saarbrücken The Luxembourg 8 manufacturing sector under the microscope By Luxinnovation Towards a new pole 10 position with high regional added value! By Dr. Carsten Meier, Managing Director of the Saarland Chamber of Commerce and Industry and member of the board of the Autoregion Cluster Synthetic fuels – an integral 12 element of a decarbonisation strategy in the transport sector By Prof. Dr. Gerhard Reiff, Chairman of the Management Board of KST-Motorenversuch GmbH & Co. KG CTC advanced GmbH 14 Successful conversion of 16 production without extensive new investments By Jörg Blechschmidt, Head of Projects/Proposals, WEMA VOGTLAND Technology GmbH and Rico Strobel, Sales Director, WEMA VOGTLAND Technology GmbH Bild: © Peter Kerkrath Table of contents
5 ‘We learned that on our visit to Silicon Valley!’ Two Saarland entrepreneurs draw inspiration from the USA’s spirit of innovation and investment. 20 Worldwide partner 18 of automotive manufacturers and system suppliers By Tobias Eisele, Global Vice President Sales & Marketing Röchling Automotive ‘We learned that on our 20 visit to Silicon Valley!’ Two Saarland entrepreneurs draw inspiration from the USA’s spirit of innovation and investment. List of Experts 32/34 Legal notice 24 Company Presentations autoregion e. V. 22 BüchnerBarella 25 Assekuranzmakler GmbH CONSIST 26 Software Solutions GmbH DORUCON – 27 DR. RUPP CONSULTING GmbH Global Retool Group GmbH 28 Nemak Dillingen GmbH 29 Walter Werner GmbH 30 Sparkasse Saarbrücken 31 Überblicküber die Produktion reicht Ihnen nicht? Sie wollen den vollen Durchblick? Wie wär’s mit einem Röntgenblickfür Ihre Produktion? ODION Digital Factory ▪ die „Black Box“-Bereiche Ihrer Fertigungsprozesse durchleuchten ▪ Störungsursachen identifizieren und lokalisieren ▪ intervenieren, bevor ein ungeplanter Stillstand eintritt ▪ Wartungszeiten signifikant verkürzen. Eine Investition, die sich rechnet! Sprechen Sie uns an und lernen Sie die DF kennen. Mehr Informationen finden Sie auf odion.com/digital-factory ODION GmbH Innovationscampus Saar Altenkesselerstr. 17 66115 Saarbrücken Dr. Georg Wagner, founder and managing partner of NTC Nano Tech Coatings GmbH Dr. Jörg Rupp, owner of DORUCON – DR. RUPP CONSULTING GmbH ‘We learned that on our visit to Silicon Valley!’ Two Saarland entrepreneurs draw inspiration from the USA’s spirit of innovation and investment. 20
6 Industrial history is full of developments, processes and products that were initially celebrated as innovative and progressive, but whose success was ultimately thwarted by the unresolved issue of disposal. The following examples illustrate this: In the mid-1980s, the PET bottle was still seen as the environmentally friendly and lightweight alternative to the glass bottle, but this view has changed significantly in the meantime. It is true that PET bottles are almost 100 per cent recycled, especially in countries with returnable deposit systems. But in Third World countries, where residual waste disposal of light materials often takes place via rivers, thousands and thousands of tonnes of PET bottles are washed into the oceans as plastic waste and destroy or endanger beaches as well as water quality and fish stocks. Probably the most prominent example of industrial and energy processes that have not been thought through to the end is the peaceful use of nuclear energy. In Germany, at least, it failed to achieve final success in the wake of the Fukushima nuclear disaster in 2011 because of the apparently uncontrollable risk potential of the process. But the political discussion about the expansion of nuclear energy was dominated for years by the question “Where to put the nuclear waste?”, which was never answered satisfactorily. The problem of disposing of drive batteries that can no longer be used in electric vehicles is not yet threateningly topical as a mass or quantity phenomenon in view of the novelty of this drive technology. But the question will inevitably arise in the foreseeable future. Even if we are currently talking about “only” about one million newly registered electric or hybrid vehicles per year in Germany, one must bear in mind that the number of Where to put it – are we facing a disposal problem with old e-car batteries? By Armin Gehl, Managing Director of autoregion e.V., Saarbrücken While the promotion of hydrogen and synthetic fuels increasingly threatens to be overshadowed by transport policy activities in the transformation process from fossil fuels to climate-friendly or CO2-neutral alternatives, the triumph of the battery-electric drive seems unbroken. Contrary to the general trend, new registrations of electric cars in Germany rose by 83 percent in 2021 compared to the previous year – and this despite supply bottlenecks for electronic components and resulting production delays. However, the entirely justified euphoria about this increase is dampened when attention is drawn to the still unsatisfactorily solved problem of disposing of battery units that are no longer usable. Are we threatened by mountains of old batteries that can no longer be used? Image: © autoregion e.V. vehicles with battery units will increase exponentially. The fact that the number of electric vehicles worldwide has increased fifty-fold since 2012 may serve as an indication of this. Against this backdrop, one gets the impression that neither the manufacturers nor the industry nor the politicians are prepared for this development with appropriate – even large-scale – solution concepts. The all-important success question is: “Where to put automotive e-waste?” Up to now, an average service life of eight to ten years has been assumed for e-car batteries. This is based on the assumption of approximately 500 to 1.000 charging processes, Armin Gehl, Managing Director of the association autoregion e.V.
7 an average range of 100 kilometres per charging process, which then corresponds to a mileage of 50.000 to 100.000 kilometres. The manufacturer’s warranties for electric car batteries are also in this range. Almost all manufacturers guarantee a service life of eight years and a mileage of 160.000 to 240.000 kilometres. However, these figures are likely to be the basis for further efficiency gains in terms of range and service life, as all manufacturers are conducting intensive research into improving the performance of the batteries. A service life of 15 years does not seem out of the question. When we talk about the service life of an e-car battery, we usually mean the period of time during which its performance is sufficient for use in the car. After approximately 2000 to 2500 charging processes, the batteries currently in use still have an energy content of 70 to 80 percent of their capacity at the beginning of their life cycle. This means that they do not necessarily have to be disposed of or that their continued use in stationary operation – in so-called “second life” – can make perfect sense both economically and ecologically. Pilot operations in which old batteries are connected together and used as stationary power storage units for solar or wind energy are interesting approaches. However, there is still a lack of systematic business models that would make the economically viable secondary recycling of old batteries in larger quantities appear sensible within a circular economy. And there are justified doubts about the systematic development of efficient “second life” systems in view of the lack of standardisation in terms of both constructional design and technical performance data - in contrast to the car batteries used in combustion vehicles. If these were available, the total service life of an e-car battery would be extended by around ten to twelve years to a total of around 20 years. However, this assumption should not give the deceptive impression that one can still take one’s time with solving the disposal problem. One of the main reasons for dealing with it more quickly is the high cost of procuring the necessary raw materials. Today’s lithium-ion batteries are largely made of aluminium, steel or plastics and are produced using raw materials such as lithium, manganese, cobalt, nickel and graphite. Cobalt and lithium in particular are only available in limited quantities or are difficult to extract. Experts expect a shortage of cobalt in particular in the coming years because of its importance for the production of electrical devices, whereas lithium has come under criticism because of its environmentally harmful effects during mining. This makes the recovery of valuable raw materials in the recycling process seem almost imperative for the future. There is no doubt about the technical feasibility of recycling e-car batteries. According to Denis Stijepic autoregion e.V. https://t1p.de/9zqv Contact https://t1p.de/xp0v8 Events https://t1p.de/v3se Press releases https://t1p.de/tr5k Share Summary Wohin damit – droht uns ein Entsorgungsproblem bei alten E-Auto-Batterien? Von Armin Gehl, Geschäftsführer des autoregion e.V., Saarbrücken Während die Förderung von Wasserstoff und synthetischen Kraftstoffen immer mehr in den Schatten verkehrspolitischer Aktivitäten im Transformationsprozess von fossilen Antriebsarten hin zu klimaschonenden bzw. CO2-neutralen Alternativen zu geraten droht, scheint der Siegeszug des batterie-elektrischen Antriebs ungebrochen. Entgegen dem allgemeinen Trend stiegen in Deutschland die Neuzulassungen von Elektroautos in 2021 um 83 Prozent gegenüber dem Vorjahr – und das trotz Lieferengpässen bei Elektronikbauteilen und sich daraus ergebenden Produktionsverzögerungen. Die durchaus berechtigte Euphorie über diesen Anstieg wird jedoch getrübt, wenn man das Augenmerk auf die nach wie vor nicht befriedigend gelöste Problematik der Entsorgung nicht mehr brauchbarer Batterieeinheiten lenkt. Drohen uns Berge alter, nicht mehr verwendbarer Batterien? Die Industriegeschichte ist voll von nicht zu Ende gedachter, zunächst als innovativ und fortschrittlich … Weiterlesen https://t1p.de/ddmb of the Fraunhofer Institute for Systems and Innovation Research, the recovery of cobalt and nickel has already achieved remarkable results, whereas there is still considerable development potential for lithium, graphite and manganese. The decisive factors for the results of the recycling process are the quality and quantity that can be achieved at what cost and under what environmental conditions. The procurement of raw materials on the world markets is still the more favourable alternative from a cost point of view compared to a regulated and analytical recycling process. But here, too, the limited availability will change the sign of the cost calculation. This realisation is driving almost all vehicle manufacturers – VW and Tesla in the lead – to develop their own recycling processes. According to general estimates, the share of recycled material in the production of electric batteries could be around 40 percent in 2050. The associated business prospects are also attracting companies that do not have their roots in the traditional automotive business. The classic automotive supplier companies are falling by the wayside. A study conducted by PwC on behalf of CLEPA, the European suppliers’ association, comes to the conclusion that the processing of battery materials requires fundamentally different know-how, both in terms of products and production processes, which is not available in the same way in supplier companies focused on conventional combustion engine technology. Small and medium-sized companies, which currently account for about 20 per cent of the supplier market, are particularly at risk. Alarming is the study’s finding that corresponding battery activities would not only not take place in the same companies, but also in other regions. This means that we are currently not in a position, either in terms of personnel or expertise, within the automotive industry to create corresponding battery disposal capacities. Such news should reverberate in the ears of those responsible in industry and politics and urgently be taken into account in the design of structural framework conditions. German manufacturers such as Daimler, BMW and VW, along with Tesla, are still asserting their position as global innovation drivers in electromobility when it comes to questions of product design. But the example of nuclear energy shows that long-term and sustainable success will only be granted to those who can prove their innovative strength along the entire value chain. And in the case of e-mobility, this also includes the disposal of old batteries.
8 Although primarily known as a leading financial centre, Luxembourg is also home to a dynamic industrial sector that plays a key role in the national economy. In order to better understand the sector, Luxinnovation’s Market Intelligence department released the first detailed mapping of the manufacturing ecosystem ever done in November 2021. The mapping was carried out in close collaboration with the Luxembourg Materials & Manufacturing Cluster and the Digital Transformation department of the national innovation agency. “Having an overview of companies that have manufacturing as their core business, as well as of service and solution providers that enable them to innovate and move towards a ‘smart manufacturing’ approach, is essential,” says Sara Bouchon, Director of Market Intelligence at Luxinnovation. “This mapping will make it possible to better monitor the evolution of the ecosystem in order to adjust any actions that may be necessary.” In total, more than 750 companies are part of the manufacturing ecosystem in Luxembourg: 455 have production as their primary activity and 298 play a role as “facilitators”, as they provide products, solutions or services that enable the transition to smarter and more digitalised production processes. In order to identify them, Luxinnovation has gone far beyond a mere statistical analysis. “To carry out the mapping, it was important to use other sources than the NACE codes, i.e. the Statistical Classification of Economic Activities in the European Community. We found that 20% of companies whose main activity is production do not have a NACE code related to industrial activity,” explains Dr Bouchon. High value-added activities Almost half (46%) of the companies with production as their core business have less than 10 employees, and 72% less than 50. “However, there is a real focus on high value-added activities,” says Mohammed Toumi, Market Intelligence Analyst at Luxinnovation. “85% of companies with more than 50 employees have their production sites in Luxembourg. In addition, 22% of companies carry out engineering as well as research and development activities here.” The shareholder profile of these companies is mainly national, since almost half (46%) of the companies with production as their primary activity are owned by Luxembourg entities or individual shareholders. 35% are directly or indirectly controlled by foreign owners (legal entities and individuals). The remaining 19% are either independent The Luxembourg manufacturing sector under the microscope By Luxinnovation Luxinnovation, Luxembourg’s national innovation agency, has recently published the first-ever detailed mapping of the companies making up the country’s manufacturing ecosystem. Graphic: © Luxinnovation
9 Luxinnovation https://t1p.de/74ls Share companies or entities for which the shareholding data are not known. Concerning the “enablers”, suppliers of products, solutions or services for industry 4.0, the range of solutions is mainly focused on cloud computing (34% of companies), digital transformation (27%), ERP systems (26%), cybersecurity (22%) and web development (21%), bearing in mind that a company can obviously offer services in several different fields. “A wide range of solutions enabling production companies to move towards smart manufacturing are already available on the national market,” notes Dr Bouchon. IP: 15 champions In terms of intellectual property, 1,485 patents or utility models were filed over the past 10 years by 61 entities – mostly manufacturing companies. Although almost all (91%) of these patents were filed by 15 companies, a few start-ups stand out, such as Anisoprint, Leko Labs, OQ Technology and Motion-S. Smart Manufacturing Week To remain competitive, develop their resilience and address forthcoming environmental challenges, manufacturing companies constantly need to boost their efficiency and innovative capacities. Two key steps to achieve this is the uptake and widespread use of digital technologies and the adoption of an “Industry 4.0” approach as well as environmentally friendly processes. Luxinnovation organises Smart Manufacturing Week, a yearly three-day event that provides insights into tools, resources and good practices that can help companies – SMEs as well as large groups – move forward. It also addressed sustainable manufacturing practices. “Every year, the Smart Manufacturing Week expands its scope, as industrial companies of all sizes constantly face new challenges,” says Caroline Muller, the manager of the Luxembourg Materials & Manufacturing Cluster at Luxinnovation. “Industrial companies have to adapt, and digital technologies are also there to support them in their sustainable transformation.” The 5th edition of the Smart Manufacturing Week will take place in June 2022. International participants interested in strengthening their contacts with Luxembourg’s industrial sector are welcome to join. The smart manufacturing mapping can be consulted in the form of an interactive dashboard on luxinnovation.lu/resource-centre NDE 4.0 – Fraunhofer IZFP! email@example.com www.izfp.fraunhofer.de SENSOR AND DATA SYSTEMS FOR SAFETY, SUSTAINABILITY, AND EFFICIENCY NDE 4.0 and Cognitive Sensor Systems – The Future of NDT of tomorrow!
10 the other hand, because within the manufacturing sector, the share of the automotive industry is significantly higher than in other federal states. We are therefore already confronted with the negative consequences for value creation in the automotive sector due to the government’s forced drive turnaround. This sector will no longer be able to fulfil its traditional role as an engine for innovation, growth, employment and prosperity if there are further setbacks. On the contrary, according to calculations by our Chamber of Commerce and Industry, the politically induced declines in turnover and employment in the field of conventional drive technology will not be compensated for years to come, even taking into account the settlement of the Chinese high-tech company SVOLT. It is therefore all the more important that the SVOLT settlement will be a success and that as many employees as possible will be given viable future opportunities with the help of adaptation training. A clear political commitment at all levels would certainly be helpful for this and for more local acceptance. But all this is far from enough. The conclusion is this: Politics must accompany the process of structural transformation even more intensively and create excellent economic conditions, so that new value creation centres can emerge, for example in the hydrogen economy, where the first promising projects have been implemented, or in the circular economy. This sector in particular offers considerable potential, because the development of recycling capacities for scrapped batteries of electric vehicles is progressing far too slowly in Germany. The Saarland should therefore shift up a gear in the development of disposal and recycling facilities. Then it could take on a pioneering role in this field. But this requires more foresight, courage and determination. I am of the opinion that the Saarland would be a predestined location for this, especially in the light of the planned SVOLT settlement and the scientific excellence of our universities and non-university research institutes. Even more: such facilities would be the basis for a new pole position. So let us work together to preserve the industrial core and at the same time develop the Saarland from a classical automotive supplier location to an innovative technology supplier for future sustainable mobility. This can strengthen regional value creation and secure employment in the long term. Regional transformation clusters, in which the Chamber of Commerce and Industry and the Autoregion are involved in association with other strategic partners, offer the potential to develop cross-industry model projects and to attract funding for information, advice, networking with science and research, and qualifying employees affected by structural change. In the medium term, all of this will result in a boost for technological innovation, growth and employment which will help us to reduce the growth gap to other federal states. Let’s do it! Share Summary Auf zu einer neuen Pole-Position mit hoher regionaler Wertschöpfung! Von Dr. Carsten Meier, Geschäftsführer der IHK Saarland und Mitglied im Vorstand des Autoregion e.V. Die neue Bundesregierung hat einen Koalitionsvertrag vorgelegt, der leider ein klares Bekenntnis zu Technologieoffenheit und Konsumentensouveränität vermissen lässt. Zwei Grundsätze, für die wir uns in der IHK-Organisation seit vielen Jahren stark machen … Weiterlesen https://t1p.de/owz8 Customers appreciate this, because they know: In addition to the technological lead and the high innovative strength for which the industry stands, it also secures a large part of our prosperity as well as hundreds of thousands of well-paid jobs all over Germany. This pole position has been hard fought for over decades and defended again and again with innovations and investments. But currently there are many indications that this position is being carelessly put at risk. Even for synthetic fuels, which have long been regarded as the energy source of the future, the political tailwind seems to be waning. Despite all the necessity of resolutely pursuing climate protection efforts at all levels: The ecological transformation of our national economy must not lead to the erosion of our country’s industrial core and structural disruptions. In the Saarland, we can experience on a daily basis how strong the pressure to transform is. On the one hand, because we have an above-average number of employees in the manufacturing sector. On Towards a new pole position with high regional added value! By Dr. Carsten Meier, Managing Director of the Saarland Chamber of Commerce and Industry and member of the board of the Autoregion Cluster The new federal government has presented a coalition agreement that unfortunately lacks a clear commitment to technology openness and consumer sovereignty. Two principles that the association of the Chambers of Commerce and Industry has been advocating for many years. And we have done so in close cooperation with the leading associations of the German economy, and for good reason. After all, one of the core competences of our automotive and supplier industry is still combustion engine technology, where it is in many fields a world-beater. Image: © IHK Saarland Dr. Carsten Meier, Managing Director of the Saarland Chamber of Commerce and Industry and member of the board of the Autoregion Cluster
Untertuerkheimer Straße 6–10 | 66117 Saarbruecken | Germany | T +49 681 598-0 | F +49 681 598-9075 | firstname.lastname@example.org | www.ctcadvanced.com CTC advanced GmbH L I - ION BATTERI ES – ONBOARD COMMUNICAT ION DRIVER ASSISTANCE SYSTEMS – RADAR AUTONOMOUS DRIVING – ACCESS SYSTEMS CTC advanced GmbH, based in Saarbruecken/Saarland and currently employing almost 200 people, is an internationally operating independent test laboratory for products coming from nearly all industries - from A like automotive industry to P like payment technologies to Z like ZigBee. Regulatory tests and certifications in the fields of electromagnetic compatibility, radio, environmental simulation, battery safety testing, electrical safety, medical technology, acoustics, as well as payment & digital identity set the foundation stone for a successful product launch. CONSULTING - TESTING - CERTIFICATION YOUR EXCLUSIVE PARTNER FOR FORWARD-LOOKING E-MOBILITY
12 “A central pillar of our climate policy is the transformation of transport.” – for the German automotive and supply industry, this was the key statement by the German Chancellor Olaf Scholz in his first government statement to the German Bundestag. The essential yardstick of this mission statement is the target of the European Commission to reduce greenhouse gases by 55 percent by 2030 and to achieve complete climate neutrality by 2050. This involves savings of 40 percent by 2030 in the transport sector. The next four years will reveal whether the transport policy measures agreed in the coalition agreement are sufficient to achieve these targets. A prominent focus for the transformation of transport is electrification, which is clearly demonstrated by government subsidy programs for the purchase of battery-powered or hybrid vehicles. One in five newly registered private cars are now electric vehicles, even though the establishment of the necessary charging infrastructure remains considerably below expectations. The hydrogen technology can be regarded as a secondary field, although fuel cells and hydrogen-fueled engines are gaining importance in the heavy transport sector. These two hydrogen technologies are also experiencing a certain impetus for private vehicles. However, even if at least 15 million new electric vehicles are registered by 2030, as assumed in the coalition agreement, this means that up to 2030 about 15 million vehicles equipped with conventional combustion engines will still be newly registered, on the assumption an average of 3.5 million new registrations per year, as in previous years. In addition, there is an existing stock of about 48 million private vehicles, which are used for an average of 9.8 years and will accordingly affect the climate balance in the coming years, albeit to a decreasing amount. Against this background it appears to be almost essential to increase both the political and technological focus on the operation or continued operation of combustion engine vehicles with non-fossil or synthetic fuels – so-called e-fuels – in order to also achieve an increasing level of climate neutrality in this sector. However, the technology is not without controversy. The main argument against the use of synthetic fuels is their low efficiency and their high production costs. It certainly cannot be denied that synthetic fuels have a considerably lower overall efficiency in comparison with direct electric drives. However, especially in this field, intensive research to optimise manufacturing processes is being carried out throughout the world. Here, the further development of electrolysis technologies and the development of alternatives to this plays a central role, as hydrogen generation is a substantial cost factor in the production of synthetic fuels. This research is also highly relevant for other branches of industry – above all the steel industry – which will require large quantities of hydrogen to decarbonise their processes. The issue of the low efficiency of synthetic fuels should also be put into perspective with regard to their indirect consequential Synthetic fuels – an integral element of a decarbonisation strategy in the transport sector By Prof. Dr. Gerhard Reiff, Chairman of the Management Board of KST-Motorenversuch GmbH & Co. KG For more than 50 years, vehicle manufacturers throughout the world, as well as their suppliers, manufacturers of vehicle drive assemblies and components, producers of large-scale engines as well as companies from the mineral oil sector as manufacturers of automotive fuels and fluids have relied on the competence and expertise of the independent development service provider and test facility operator KST-Motorenversuch GmbH & Co. KG. In addition to certified test beds equipped with cutting edge testing technology for all types of engines and components, KST also has the necessary measurement and analysis systems for testing the special requirements of synthetic fuels. Image: © KST Prof. Dr. Gerhard Reiff, Chairman of the Management Board of KST-Motorenversuch GmbH & Co. KG
13 case at present. In current development, it has at best a niche function, which is also apparent from the volume of government subsidies. While hydrogen technology receives subsidies of approximately nine billion Euros and battery cell production approximately three billion Euros from the German government, only 100 million Euros are available from government subsidies for research, testing and manufacture of synthetic fuels. This does not do justice to the theoretical potential of synthetic fuels. In the short to medium term, they could provide an important bridging technology, in particular for regions in which an adequate electrical charging or hydrogen filling infrastructure will not be available in the medium to long term. E-fuels also certainly offer a cost-competitive option to continue to import large amounts of energy. In the long term, in addition to electric and hydrogen drives, their use therefore appears to be essential as an independent and integral element of a comprehensive decarbonisation strategy for the transport sector. PODCAST Dr. Martin Thul, Managing Director of CVC Südwest and Prof. Dr. Gerhard Reiff, Managing Director of KST-Motorenversuch GmbH & Co. KG, discuss the opportunities and challenges of new drive systems for the automotive industry. What is the meaning of the demand for technological openness, what needs to be considered in the design of framework conditions and infrastructures, and how can a specialist in the inspection and testing of drive systems support the necessary innovation processes? The two discussants explore these questions in the podcast. CVC Südwest Geschäftsstelle „We move it“ Podcast with KST https://t1p.de/ugoyj impacts on the ecosystem as a whole. Conversion losses during manufacture or efficiency losses in the energy chain are at least to some extent compensated for by the use of existing infrastructures, logistics and storage facilities. For example, the existing filling station network could be used to distribute synthetic fuels. The uneconomical establishment of an electric charging infrastructure in areas with low traffic levels could be dispensed with. Premature scrapping of existing vehicles with combustion technology in favour of electric vehicles would be superfluous with a retrofitting volume which remains to be defined. A recent study by KST in collaboration with Darmstadt Technical University, which primarily focused on achievement of the DIN EN 590 standard for diesel fuel with blends of diesel with GTL and hexanol, clearly showed that for the achievement of our CO2 targets, synthetic fuels which can be synthesized with the aid of regenerative electricity, CO2 from the air, and hydrogen, and which can be added to fuel for an existing fleet, a potential CO2 reduction of up to 33 percent is feasible. This clear indication should encourage examination of existing engines with regard to their compatibility with e-fuels and adaptation to their use if necessary. In particular the automotive supply industry would benefit from the intensive use of synthetic fuels. The internationally recognised highly competitive technological level of combustion engines could continue to be used and extended. Last but not least: Jobs in this sector of industry, which are important for many regions could be secured. However, this requires that e-fuel technology receives greater attention both by research policy and science than is the KST Motorenversuch GmbH & Co. KG https://t1p.de/ejwrb Contact https://t1p.de/5agcm Image film https://t1p.de/8mak Share Summary Synthetische Kraftstoffe – integriertes Element einer Dekarbonisierungs-Strategie des Verkehrssektors Automobilhersteller aus allen Teilen der Welt sowie deren Zulieferer, Hersteller von Kfz-Antriebsbaugruppen und Komponenten, Produzenten von Großmotoren und nicht zuletzt Unternehmen der Mineralölwirtschaft als Hersteller von Kfz-Betriebsstoffen vertrauen seit über 50 Jahren der Kompetenz und Expertise des unabhängigen Entwicklungsdienstleisters und Prüffeldbetreibers KST-Motorenversuch GmbH & Co. KG. KST ver fügt neben mit modernster Messtechnik ausgestatteten und zertifizierten Prüfständen für alle Arten von Motoren und Komponenten über die erforderlichen Mess- und Analysesysteme zur Prüfung der speziellen Anforderungen an synthetische Kraftstoffe. „Ein zentraler Pfeiler unserer Klimapolitik ist die Verkehrswende.“ – dies war die für die deutsche Automobil- und Zulieferindustrie maßgebliche Aussage von Bundeskanzler Olaf Scholz in seiner ersten Regierungserklärung vor dem Deutschen Bundestag. Inhaltlicher Maßstab für diese programmatische Ansage sind die Zielsetzungen der Europäischen Kommission, wonach die Treibhausgase bis 2030 um 55 Prozent zu reduzieren sind und bis 2050 vollständige Klimaneutralität herzustellen ist. Dabei ist der Verkehrssektor mit einer Einsparung von 40 Prozent bis 2030 betroffen. Inwieweit die im Koalitionsvertrag vereinbarten verkehrspolitischen Maßnahmen ausreichen, diese Ziele zu erreichen, werden die nächsten vier Jahre zeigen. Ein augenfälliger Schwerpunkt der Verkehrswende stellt die Elektrifizierung dar, was deutlich in den staatlichen Förderprogrammen beim Kauf von batterieelektrischen oder Hybridfahrzeugen zum Ausdruck kommt. Mittlerweile ist jeder fünfte neu zugelassene PKW ein Elektrofahrzeug, auch wenn der Ausbau der erforderlichen Ladeinfrastruktur insbesondere in der Fläche noch deutlich hinter den Erwartungen zurück bleibt. Erst in zweiter Linie ist der Bereich der Wasserstofftechnologie zu sehen, wobei zunehmend neben der Brennstoffzelle auch der Wasserstoffmotor als Antriebseinheit im Schwerlastverkehr an Bedeutung gewinnt. Und auch im PKW bekommen gerade beide WasserstoffAntriebsstechnologien einen gewissen Aufwind. Aber selbst wenn – wie im Koalitionsvertrag angenommen – bis 2030 … Weiterlesen https://t1p.de/ekrn6
14 Regulatory tests and certifications in the areas of Electromagnetic Compatibility, Radio, Environmental Simulation, Electrical Safety, Acoustics, Medical Device Testing, Battery Safety and Payment & Digital Identity lay the foundation for a successful product launch. In the Automotive industry, product reliability and risk management are playing an important role. CTC advanced GmbH is aware of this responsibility and supports customers by: E MC- and electrical safety tests E nvironmental simulation tests Safety tests of high-performance li-ion batteries R adio tests in all frequency ranges – from distance radar to 5G and “connected car” applications Implementation of customer-specific requirements In addition to comprehensive EMC and radio tests, the services in the automotive sector are particularly focused on vehicle subassemblies. They comply with regulatory requirements or are tailored to the individual requirements of the automotive industry. CTC advanced GmbH is designated by the Federal Motor Vehicle Authority (Kraftfahrtbundesamt (KBA)) as technical CTC advanced GmbH CTC advanced GmbH, based in Saarbruecken/Saarland and currently employing almost 200 people, is an internationally operating and independent test laboratory for products from almost all industries – from A for automotive to P for payment systems and to Z for Zigbee applications. Image: © JLStock/shutterstock.com Share service for the following UN ECE regulations: ECE-R10 (EMC), ECE-R100 (electric vehicles in general) and ECE R-136 (motorcycles with electric drive). The Luxembourg SNCH (Société Nationale de Certification et d’Homologation) has designated CTC advanced GmbH for ECE-R10 (EMC). Since 2019, CTC has been conducting environmental simulation and battery tests (e.g. Abuse tests and UNTT 38.3), as well as electrical safety tests in a process-optimized test hall built specifically for this purpose on the company premises. Special shakers delivering forces up to 300 kN allow customers to be served even more comprehensively. CTC advanced has further expanded its testing capabilities for the automotive industry with a test facility for Abuse and Propagation tests on large batteries, which is virtually unique in Europe. By using a high-security bunker in an external property with a connection to the infrastructure of a vehicle test site, it is also possible to carry out tests that, due to their characteristics, can only be realized in a virtually explosion-proof environment. This facility impresses by the fact that tests, some of which are critical, can be carried out safely on particularly large batteries (>100 kWh). This test facility is intended in particular for the following test cases: Propagation Short circuit Crush test Further customer-specific tests can also be carried out on request! With our team of experts in the field of International Type Approval, who are in direct contact with authorities worldwide, we can carry out international certification for your product safely and swiftly. CTC advanced GmbH provides qualified and reliable support for you and your product from the development phase to market launch. CTC advanced Consulting – Testing – Certification Summary CTC advanced GmbH Die CTC advanced GmbH mit Sitz in Saarbrücken/Saarland und der- zeit fast 200 Mitarbeitern ist ein international tätiges und unab- hängiges Testlabor für Produkte aus nahezu allen Branchen – von A wie Automobilindustrie bis Z wie Zahlungssysteme. Mit Regulatorischen Prüfungen und Zertifizierungen in den Bereichen Elektromagnetische Verträglichkeit, Funk, Umweltsimulation, elektrische Sicherheit, Akustik, Medizintechnik, Batteriesicherheit sowie Payment & Digital Identity wird der Grundstein für einen erfolgreichen Produktstart gelegt. Für die Automobilindustrie spielen Produktzuverlässigkeit und Risikomanagement eine wichtige Rolle … Weiterlesen https://t1p.de/e3qv
16 As an internationally operating mechanical engineering group, GRG with headquarters in Lebach/Saarland stands for integrated and technically complex solutions up to turnkey systems. With its subsidiaries SVQ GmbH and WEMA VOGTLAND Technology GmbH as well as the brands Siepmann, Spicher, SATEG and LASERplusS, GRG covers the areas of machine tool rebuilding, manufacturing automation and Industry 4.0 as well as welding and laser systems. Within the group, WEMA VOGTLAND Technology GmbH is the specialist for manufacturer-independent rebuilding and overhaul. The company has decades of experience in the automotive and supplier industry worldwide and can verify on the basis of numerous references that investment costs could be significantly reduced by retrofitting existing equipment. The procedure for overhaul and rebuild projects can be roughly imagined as follows: As a rule, the first step is a survey and evaluation of the existing machines with regard to condition and suitability for rebuild. This is followed, depending on requirements and customer wishes, by overhaul measures or a retrofit, e.g. with new drives or a new control system. In other cases machines Successful conversion of production without extensive new investments By Jörg Blechschmidt, Head of Projects/Proposals, WEMA VOGTLAND Technology GmbH and Rico Strobel, Sales Director, WEMA VOGTLAND Technology GmbH The reorientation of the automotive industry is in full swing and will lead to far-reaching changes in vehicle or component production. A company like GLOBAL RETOOL GROUP (GRG) can provide valuable support for the necessary conversion. Image: © Global Retool Group GmbH Share have to be converted to fulfill new product requirements, i.e. new workpieces have to be set up and the machining processes and work sequences have to be changed. In this case, we speak of retooling. It is also possible that retooled and overhauled existing machines have to be combined with new machines to form a complete line. In such cases, WEMA VOGTLAND takes over the process set-up and integration of the new machines independently of the manufacturer. Often, in connection with a rebuild, machines are moved to a new location in the plant and have to be adapted to new conditions. This is another service provided by WEMA VOGTLAND. Even the turnkey relocation of entire production lines up to complete plants abroad including overhaul and retrofit of the equipment has already been realized by WEMA. All these services are daily practice of WEMA VOGTLAND Technology GmbH. While in the past the company was primarily involved with production expansions or retooling to new vehicle, platform, or engine models, today it is increasingly facing challenges from the technological shift toward electromobility and growing digitization. Whether new or rebuilt – a machine park requires professional maintenance and service with short response times including the necessary spare parts. This another service provided by WEMA VOGTLAND. Maintenance concepts are developed and implemented together with the customers. In addition, the safety assessment of machines and systems (risk assessment and CE conformity) plays an important role. This does not only apply to machines and plants rebuilt by WEMA VOGTLAND. As a service provider for other machines, the company also provides professional support and prepares the verification documentation for external customers. One more word on the subject of cost reduction: savings through retooling or retrofitting cannot only be achieved in investment costs. Measures for the reduction of the total energy consumption, the more effective use of production areas and available resources are therefore also essential points in the projects developed by WEMA VOGTLAND for its customers. Summary Erfolgreiche Pro- duktionsumrüstung ohne umfangreiche Neuinvestitionen Die Neuausrichtung der Automobil- branche ist in vollemGang und wird zu weitreichenden Veränderungen in der Fahrzeug- bzw. Komponen- tenproduktion führen. Ein Unternehmen wie die GLOBAL RETOOL GROUP (GRG) kann bei notwendi- gen Umrüstungen wertvolle Unterstützung leisten. Als international agierende Maschinenbau-Gruppe steht die GRG mit Sitz in Lebach/Saarland für gesamtheitliche und technisch komplexe Lösungen bis hin zu Turnkey-Anlagen. Mit ihren Tochterunternehmen SVQ GmbH und … Weiterlesen https://t1p.de/7ok4 GLOBAL RETOOL GROUP www.global-retool-group.com
18 almost any shape and offers greater design possibilities. Connecting dots Connecting relevant dots is one of the main virtues in this technology shift. And to recognize what is relevant, we need our experience and know-how. Add to that courage and intelligence. That‘s how solutions are created. Nothing has changed in that regard. Genuine partnerships We have benefited from one change in particular. And that shows that despite all the imponderables, we can also speak of a great opportunity for the automotive industry. The new dynamic is permanently changing our customer-supplier relationship. It has been replaced by genuine development partnerships. In this way, we are pooling knowledge from different areas and corporate cultures. In product development, it is no longer a question of who is responsible – but more than ever how we can find the best solution together. Many of our partners are taking this new approach to collaboration, which shortens development cycles and pools expertise in the right places. An opportunity for our location The automotive industry has everything needed for successful electromobility, and in our view this transformation offers more opportunities than risks. The basic ingredients of know-how, experience and inventiveness are suf ficiently available along the supply chain. Even for technologies that are developing faster than we have been used to. Röchling Automotive Worldwide partner of automotive manufacturers and system suppliers By Tobias Eisele, Global Vice President Sales & Marketing Röchling Automotive If you ask decision-makers and co-designers about the most important characteristics of electromobility, you very often hear: „continuous leaps in technology“ and „shortened development cycles“. Both buzzwords are a challenge and an opportunity at the same time. Driving on sight For some, the topic of e-mobility is exclusively a challenge or even a threat. This is because such a transformation ties up resources, creates uncertainties, and makes forecasts even more difficult than before. We at Röchling Automotive initially felt very much the same way. New tasks were added to our role as designers of plastic components: More than ever, we must be able to anticipate developments so as not to be surprised by them. Merely following the market is not enough in this rapid transformation. No excuses Batteries are comparatively new in this equation. With our „Battery Solutions“ product area, we are meeting the demand for solutions for these hearts and drivers of e-mobility. To this end, we are developing lightweight battery cell frames, covers and carriers, for example. The first generations of these components were still conceived in metal. In the meantime, plastic has become more established as the material of choice. This is because plastic can take on Röchling Automotive www.roechling.com/automotive Share Image: © Röchling Automotive About Röchling Automotive The Röchling Group shapes industry. Worldwide. For almost 200 years. With customized plastics, we are changing the everyday lives of many people today – because they make cars lighter, medicine packaging safer, and improve industrial applications. Our approximately 11,500 employees work wherever our customers are – at 90 locations in 25 countries. The Automotive division is driving mobility forward. Our product solutions in the areas of Battery Solutions, Structural Lightweight, Aerodynamics and Propulsion help to master the major challenges. This means we protect the environment while improving the driving experience.www.vek-onlineservice.de