Number 41 | August 2008 | ENGLISH
CO 2 – A TOPIC THAT AFFECTS ALL OF US Woco Group Magazine
What has climate change to do with the automobile?
FUTURE TRENDS Drives and energy sources
INDUSTRIAL ANTI-VIBRATION SYSTEMS IAV – a business unit introduces itself
woco2 Powered by instinct.
EDITORIAL
CO2 –Market opportunities Dear Staff Members and Employees, Our efforts concerning productivity improvement in core processes, focusing of our product portfolio, effective control of our production locations, efficient management of our stocks and improvement of our purchasing performance have borne fruit during the first half of 2008. Although we have been committed to these additional activities, we have nevertheless managed to exceed our turnover and performance targets. The partners and management would therefore like to express their heartfelt thanks to all our employees. Let us continue to demonstrate the same courage and determination for the second half of the year. We wish to continue this success with your help! Suppliers powering innovation A current study conducted by the Stifterverband fßr die Deutsche Wissenschaft, an association of benefactors in the German scientific community, recently emphasized that German car suppliers are among the leaders when it comes to speed of innovation. The main innovations today emerge from the supply industry. Innovative suppliers provide additional growth potential, particularly with developments such as the reduction of exhaust emissions and fuel consumption. Clean Diesel, Bluetech, Bluemotion are all within a German
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domain and represent some of the most promising concepts when it comes to attaining future success. Taking the car as a whole, numerous approaches can be identified for CO2 reduction and energy efficiency enhancement. Woco is a prominent player when it comes to products and cutting-edge solutions in the areas of powertrain measures, air-resistance reduction and lightweight construction. It is our desire to confront the challenges of future technologies shoulder to shoulder with our customers. In the light of sophisticated CO2 specifications and the increasing scarcity of fossil fuels, we want to help ensure individual mobility in the future. We will continue to invest heavily in product development and the manufacture of these products in this field. These efforts will help to secure our future!
Sincerely,
Martin Wolf
CONTENTS
Powered by instinct.
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EDITORIAL
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CONTENTS
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CO 2 – A TOPIC THAT AFFECTS ALL OF US WHAT HAS CLIMATE CHANGE TO DO WITH THE AUTOMOBILE?
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EXPLOITING WIND POWER EFFBE-URELAST – USE IN WIND POWER GENERATORS
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FUTURE TRENDS DRIVES AND ENERGY SOURCES
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WOCO ENERGY FOXES EVEN SIMPLE MEASURES REDUCE POWER CONSUMPTION
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INDUSTRIAL ANTI-VIBRATION SYSTEMS IAV – A BUSINESS UNIT INTRODUCES ITSELF
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SUCCESS AND VISION FROM A CLEAR PERSPECTIVE INTRODUCTION OF PRODUCT PROFITABILITY ANALYSIS
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CLIMATE CHANGE? CLIMATE CATASTROPHE? WOCO EMPLOYEES ON THE TOPIC OF CO 2 REDUCTION
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CONTROLLING – FROM THEORY TO PRACTICE TRAINING REPORT FROM MARC-ANDRÉ WEBER
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COMPETENCY MANAGEMENT WHAT’S REALLY BEHIND THIS?
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TELEGRAM
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IMPRINT
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Everybody is suddenly talking about climate change: scientists, politicians, journalists. The scientific community warns us that we apparently only have a few decades to save our global climate. If we do not succeed in changing our lives by then and reduce the stress on our environment, we could seriously upset the climate balance. Climate researchers say that the polar ice caps will melt, island archipelagos will sink below the sea and major storms and flooding will suddenly become normal even in Germany. Other countries, such as Spain, will become so hot that it will be impossible to live there in summer.
What has climate change to do with the automobile?
CO2
–a topic that
Other scientists consider this horror scenario to be a
gross exaggeration. The climate is changing as part of a natural development. We used to have ice ages where all of Northern Europe became uninhabitable. The ice sheets reached as far as Germany during this era. The eventual rise in temperature led to melting of the ice. This is all part of the nature of the climate beast. Regardless of which scientist one chooses to believe, one thing is certain: the climate is
Global markets – trends and challenges
North America Emissions Consumption Performance Hybrid Diesel
+4,4%
CO2 + consumption Emissions Alternative fuels
Emissions Consumption Comfort Hybrid
Europe
Japan
+8,8% +41,6% China Cost Consumption Emissions Energy Hybrid
Latin America Cost Flex Fuel
+24,9% India Cost Mobility Diesel
Growth prediction for 2005 – 2015
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changing. And, contrary to changes in the past, this development is almost exclusively the result of us human beings and the manner in which we live. What exactly is climate? “Climate” originates from the Greek word “klima” which means “heavenly region”. The modern interpretation of this word is as a term for the weather in a particular region over several years, decades or centuries. Weather is therefore a short-term phenomenon, whereas climate defines a long-term occurrence. How people change the climate We are all responsible for the increasing rapidity of climate change and global warming. We contribute to these developments through our increased consumption of energy. An example of this is our demand for enormous volumes of electricity and petrol. These in turn are generated from coal, crude oil or natural gas – so-called fossil energy sources. Problems arise when we use these, with combustion of these fuels releasing carbon dioxide (CO2), a gas that accelerates global warming, contributing heavily as it does to the so-called greenhouse effect. One thing, however, is certain. The natural greenhouse effect played a vital role in the beginnings of life on Earth. A variety of gases act like the panes of
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affects all of us a greenhouse in the atmosphere (i.e. the layer of air surrounding the Earth). They permit the sun’s rays to penetrate through to the Earth and trap part of the ensuing heat. The most important greenhouse gases are carbon dioxide, methane, chlorofluorocarbons and nitrous oxide (laughing gas). In this way, the greenhouse effect can be considered to act as an air conditioning system for our planet. However, this system has unfortunately been destabilized by the increase in our demands for energy. We humans beings expel so much pollution into the atmosphere that it is becoming increasingly impermeable. As a result, excess heat can no longer dissipate into space, leading to the rise in temperature already mentioned and all the consequences associated with this. The most important greenhouse gases: Carbon dioxide Carbon dioxide (CO2) is a colorless and odorless gas and, is in fact, quite harmless. Current difficulties arise from the fact that there is now simply too much of it in the air. When you breathe, you exhale CO2 – but this is not the problem. It is produced in harmful quantities when coal, oil and gas are burnt – in other words, when people heat, cook, drive or fly. CO2 is created in power station and during slash-and-burn land clearance in large forested areas.
Methane Methane (CH4) is created in agriculture, primarily through intensive livestock farming (e.g. when cows belch during rumination). Sewage works and garbage dumps also emit methane. The volume of methane in the atmosphere today is three times greater than the levels prior to industrialization and the introduction of intensive livestock farming. Nitrous oxide Nitrous oxide (N2O), also known as laughing gas, is emitted during livestock farming, from oil, gas and coal-fired power stations, road traffic and through excessive use of fertilizer. It remains in the atmosphere for a very long period and has a negative influence on the greenhouse effect. Chlorofluorocarbons Chlorofluorocarbons (CFC) are present as coolants in old refrigerators or as a propellant in spray cans. Use of CFCs has been prohibited for more than ten years. What will happen to the climate in the future? Scientists agree that average temperatures will rise in the next few decades. This will possibly involve an increase of only one degree, but may be as high as six degrees. This all depends on one decisive factor: whether we all take on the responsibility for our environment. Climate change and the automobile Climate change and CO2 have in recent years become a focus of public interest, particularly in connection with the automobile. The rapid world-wide growth in mobility has simultaneously given rise to enormous challenges. Examples of these are: WOCO Magazine 41/2008
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wocoINSIDE Sustainable CO2 strategy modules Development of drives
* * * * *
* the stress engendered in pollution and greenhouse gas emissions * the finite supply of fossil raw materials * the impending collapse of road traffic threatening many megacities * access to inexpensive, more environmentally-friendly and safer mobility, even in emerging economies
Assistance systems for fuel-efficient driving
construction * Light energy management * Thermal electricity consumption * Optimal in vehicle recovery / Microhy* Energy bridization Specialist areas CO2 reduction
driving routes * Fuel-efficient switching for * Predictive automatic gearboxes gear shift displays * Innovative * Customer involvement
The automobile industry is therefore constantly encountered in the area of conflict between economics, ecology and mobility. These underlying conditions give rise to the following options when developing a powertrain strategy for vehicles: * A reduction of emissions through increased efficiency * Regional optimization of powertrain technologies * Alternative drive concepts * Use of alternative energies CO2 and the automobile – an objective consideration If one were to listen solely to discussions and reports from the press and, in particular, the political community, one could easily be led to believe that the automobile is the main reason for the rise in CO2 emissions. The following figures are only provided to clarify the situation and are not meant as an apology: Total CO2 emissions per year reach a level of approx. 800 billion tonnes, with 54% being generated to an equal degree by vegetation and the soil. Oceans account for 40 %. About 4 % are produced as a result of anthropogenic factors (i.e. the emissions are caused by humans). Of these 4%, approximately 12% are caused by cars and trucks, 24% are produced by domestic fuel and small-scale consumers, 25% by power stations and approximately 19% by industrial production. All measures relating to trucks and cars are therefore intended to further reduce the 12% proportion of 4% anthropogenic CO2 emissions. Consequentially, how can – and should – fields of expertise for achieving sustainable CO2 reduction in the automobile appear?
Optimization for vehicle
Charging Downsizing Improved combustion process Gearbox optimization Friction reduction
Alternative drives / fuels
* Hybrid fuel * Flex gas * Natural Fuel cells * Synfuel / Sunfuel *
1. _ _ _ _ _
Further development of drives through supercharging downsizing improved combustion process transmission optimization reduction of friction
2. _ _ _ _
Vehicle optimization through lightweight construction thermal energy management optimized electrical consumption in the vehicle energy recovery / micro hybridisation
3. _ _ _ _
Auxiliary systems for low-consumption driving low-consumption navigation routes predictive gear shifting innovative shift indication customer integration
4. _ _ _
Alternative drives/fuels hybrid solutions fuel cells synthetic/alternative fuels
Five main areas of activity have been identified for achieving CO2 targets of, for example, 130 g/km, in accordance with the current state of knowledge. These are prioritized as follow, based on possible potential for improvement:
Contradictory demands in vehicle development
Mobility / Comfort
Ecology / Economy
* Greater safety and comfort * Higher driving performance
* Lower weight fuel consumption and * Lower lower emissions
* Greater innovation quality and * Greater more attractive designs
* Higher degree of reliability * Lower price
* Larger interior space * Custom-made vehicle
* Compact external dimensions * Cost-effectiveness
1. Powertrain measures (> 50 %) 1. Roll resistance of tyres (approx. 15%) 1. cW-value measures (flow around vehicle body, flow through engine compartment, ...) (approx. 14%) 1. Consistent lightweight construction (approx. 13%) 1. Reduction of power consumption (approx. 5%) As a supplier for the automobile industry, Woco provides products and future-orientated, innovative solutions in the areas of system measures, cW-value measures and lightweight construction. Summary The central challenge in future for the automobile industry and suppliers like Woco will be heavily influenced by the debates and successes associated with sustained CO2 reduction. The manner in which we care for our environment, globalization of business relationships coupled with the pace at which emerging economies are making ground and the scarcity of natural resources in particular are now more than ever the focus of development. ❚ Dr. Anton Wolf
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EFFBE–Urelast is a molding polyurethane based on Desmodur 15 (Vulkollan®). The excellent properties of this material predestine it for use in different application cases. From mold to wind power generation.
POWER
Exploiting wind
EFFBE–Urelast – use in wind power generators The material sold by us under the name EFFBE–Urelast is, as already mentioned, a polyurethane manufactured through hot molding. In its classical form, it is a polyurethane elastomer based on naphtylene – 1.5 – diisocyanate (Desmodur 15), polyester polyol and special sequence extensions. (Source: Bayer Polymers) Two production forms are available on the market: * *
solid polyurethane cellular Vulkollan
This elastomer is distinguished by numerous excellent properties which, in combination, enable a broad range of challenging applications. The properties profile is as follows:
* * * * * * *
dynamic toughness excellent resistance to UV radiation, ozone, grease and oil low temperature dependency high resistance to wear low remaining deformation high resilience high tear resistance
The molding process allows for a considerable scope in shaping. Mechanical processing is a further characteristic of this material which makes it even more attractive for customers. Our customers therefore range from tool makers who use elastomer springs as a stamping and punching standard to machine tool manufacturers who require a molded part specified by the machine (emergency stop) and body press construction. They are also used as damping strips and for applications in wind power generators.
Property profiles and mechanical machinability are also exploited in the area of wind energy to produce a molded part that precisely meets customer requirements. The large-volume rubber/metal bushing widely used for transmission mounts, ensuring vibration-free mountings, and simultaneously transmission torque absorption are replaced by a solution developed with the customer and involving EFFBE-Urelast springs. Molding preforms (130 – 205 mm) are turned up to the desired height for this purpose, and tilting of the material is ruled out in advance through a subsequent mechanical pre-setting. Alternative energy sources which have been heavily promoted as a result of the CO2 discussion (particularly wind power) enables us to exploit a booming market and make a small contribution to the construction of power generators of this kind. ❚
Design component made of EFFBE Urelast
Michael Weber
Urelast material as standard
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Prof. Stefan Pischinger from FEV Motorentechnik GmbH in Aachen provided We at Woco an interesting insight into his daily working activities. As with Woco, he and his colleagues are heavily involved with the topic of CO2. FEV = Research Society for Power Engineering and Combustion Engines
Future trends FEV 1.8l SGT Turbo, Power: 160 kW, Torque: 320 Nm, Vehicle weight:
Prof. Pischinger, we would first like to thank you for giving us an interesting insight into your daily working life. We are greatly fascinated by the impressive success story of FEV, advancing as it has in 30 years from an engineering office to a globally-active partner in the mobility industry with 1,700 employees, and one which realizes both advance development projects and serial projects on a large scale up to market launch. We are looking forward to the manner in which you will address the questions associated with future mobility for our readers, questions which we all find extremely interesting.
1,550 kg, CO2 emission: 145 g/km
WaW: Which types of drive and which energy sources do you consider as having the best potential for the future? Professor Stefan Pischinger (SP): The combustion engine will continue to be the main drive source for the next 20 years. The gasoline and diesel engine will continue to converge, with the gasoline engine profiting from the exhaust gas turbocharger, direct injection and automatic ignition, while the diesel engine will increasingly exploit homogenous combustion. All manufacturers are working on these concepts and have differing designations for these technologies, an example being the Diesotto process from Daimler.
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The combustion engine is supplemented by the electric motor, either as hybrid concepts or for special operating conditions, or as a purely electric drive. Fuel cells as drives for vehicles will not achieve any noteworthy market shares as long as open questions relating to the generation and distribution of hydrogen remain unsolved. In addition to H2 availability, the production costs of fuel cells also need to be reduced considerably. The question of energy carriers is much more diverse. Petroleum will undoubtedly remain the dominant energy source for the next 20 years. As the combustion engine can utilize practically anything, numerous other fuels will contribute to a reduction of this dominance. Natural gas occupies a significant position in this respect, as its availability is assured for a long period of time, a well-developed distributor network (for domestic fuel) already exists and CO2 emissions will be reduced by 25 %. The restricted range of these vehicles, on the other hand, must be regarded as a disadvantage. GTL (gas-to-liquid) technology with its “tailored� diesel fuel enables the achievement of a conventional range and considerably improved emission behavior. LPG will remain a niche product, as production is closely linked to the production volume of petrol/diesel, mak-
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Drives and energy sources Chairman of the FEV management board, Prof. Stefan Pischinger
Along with the reduction of CO2 emissions, the development of cus-
The future will be varied. The FEV ATAC natural-gas
tomer-specific “sounds” constitutes another important task. Highly-
combustion process can achieve similar power and
specialized acoustic test benches for the drive section are necessary
torque properties to that associated with diesel but
for the so-called “sound design”
with a 20 % reduction in CO2 emission
ing an arbitrary increase of the volume impossible. The declared objective is the utilization of organic fuels. The first and second generation processes currently employed only enable a partial substitution of fossil fuels, as the necessary cultivation area is not available. Third generation processes are promising when one considers current developments in the Cluster of Excellence at RWTH Aachen University. Electricity is an interesting source
of energy, but it requires generation in stationary power stations with the known good degrees of efficiency. The future will be varied. Instead of the simple selection process available to date, which is restricted to gasoline or diesel engines, consumers can expect a multiplicity of alternative drive and fuel combinations.
WaW: What influence do underlying political conditions and specifications have on future developments? (For example, WOCO Magazine 41/2008
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the introduction of quotas for zero-emission vehicles, and limits on average fuel economy and consumption, which a model must not exceed.)
FEV 1.8l SGT Turbo, Power: 160 kW, Torque: 320 Nm, for a vehicle weighing 1,550 kg, a CO2 emission of 145 g/km was achieved
The current FEV premises in Neuenhofstrasse (2007)
SP: The political environment has a considerable influence on future developments. Technical specifications defined by the political community have not led to sweeping and long-term success in the past. An example in this respect is the promotion of hybrid technology in the USA. Underlying conditions such as free utilization of special driving lanes in agglomerations for car pools utilizing hybrid vehicles, or direct promotion by large corporations such as Google which promise each employee a bonus of 5,000 $ if they purchase a hybrid vehicle, are currently resulting in an increase in turnover generated by the aforementioned technology there, but there is no hope that this can be sustained in the longterm in this form. In contrast to this, long-term success is achieved with targets such as emission standards and CO2 and noise limit values, success which is also evident in retrofitted solutions with suitable financial incentives. In Europe, controls governing access routes in cities will influence the choice of vehicle. Compulsory specifications for emissions and consumption have always influenced developments and will continue to do so. Planned limits on average fuel economy and consumption will lead to further innovations in vehicle and engine development to ensure that development topics such as fuel consumption reduction, vehicle weight and the effective treatment of exhaust gas are suitably addressed.
WaW: Which infrastructure measures are, in your opinion, urgently required if the breakthrough of alternative drives is to be assisted? The question relates to the following items:
* Electricity generation and distribution for electric cars and plug-in hybrids
* Hydrogen production and distribution * The production of organic fuels (including the procurement of raw materials)
SP: Infrastructure enabling the exploitation of natural gas is very advanced, and a well-developed distributor network and filling stations exist for domestic fuel supplies. An important disadvantage is the poor storage capability for the required energy volume. The development of powerful storage plants would be an important step towards ensuring its distribution and eventual acceptance by customers. Electricity and hydrogen are both energy carriers and not energy sources, so energy must be utilized to generate them. Subsequent use is usually associated with a deterioration in efficiency over the entire supply chain. Degrees of efficiency in large power stations have reached high levels in the generation of electricity. Options for the utilization of hydrogen represent a much more difficult situation. Only production from regenerative energy makes sense here from an ecological point of view. However, it would be preferential if regenerative energies were utilized initially to generate electricity or produce organic fuels. Exploitation of power station output for a large number of vehicles with electric drives will require a considerable expansion of power stations as well as the infrastructure for the distribution of the required volume of electricity. Use of organic fuels must be viewed with ambivalence. On the one hand we have the mostly practical CO2 balance, while on the other, large areas of agricultural land are required, leading to shortages of food especially in developing countries. First and second generation processes employed to date therefore only appear suitable under certain circumstances for providing the required volumes of alternative fuels. The approach adopted by the Cluster of Excellence in
30 years FEV – from research institute The history of successful companies usually begins in a garage. This probably would have suited the image of FEV as a company with close ties to the automobile industry, but: it was a small apartment in the centre of Aachen where the company founder, Prof. Franz Pischinger, tackled the first projects for a very inexperienced FEV in 1978. As a spin-off from the chair for applied thermodynamics at the RWTH Aachen University, highly-motivated scientists were given the chance to implement the specialist knowledge they had gained in research in practical solutions for industry. The subjects addressed in the first projects still have an air of topicality about them:
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Conversion of a chamber diesel to a direct injection fuel, a gas motor for cogeneration power plants, lean burn engine, alcohol fuels, hydrogen and weight reduction; fuel consumption and exhaust gas emissions were given priority. Car-free Sundays also contributed to concerns about strategic direction. Test benches were soon required. Dr. Manfred Schaffrath, the original managing director at FEV, reactivated old facilities in JĂźlicher Strasse. There were 16 test cells available 10 years later, the first overseas location to be set up was in the USA and more than 300 employees needed more space and
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1
1 Modern roller test benches are in
2 The development of the combus-
line with the development of exhaust
tion process and durability will be
gas laws, including future ones, such as
carried out at over one hundred en-
EU6 and higher
gine and drive-section test benches
FEV assumes sole responsibility for the complete development of drive sections for the start of production. Some of the necessary resources are described below:
2 3
3 The vehicles undergo fine tuning as regards NVH (Noise-VibrationHarshness) at the acoustic roller test bench
Aachen is much more promising in this respect, with biologists, chemists and engine developers working together on a universal solution. This involves everything from the selection of plants to “tailored” engines for new fuels which will be
available in the future. It is important here that the entire plant be used, and not just the fruit. The provision of third generation organic fuels is therefore the most encouraging approach ❚ when one considers the measures mentioned.
to series developer more test equipment. A site was purchased in Neuenhofstrasse. Quantitative growth to a present global workforce of 1700 employees has gone hand in hand with qualitative expansion: Although combustion was initially the centre of attention of work, this was soon augmented by design and computations, acoustics and calibration. As customers increasingly wanted to utilize the measurement and test equipment employed in projects, the Test Systems business division was founded and expanded. Today it serves the development, works quality control and line end testing
sectors, providing adequate test equipment and software. The direction of expansion was continued towards the automotive industry under the current director, Prof. Stefan Pischinger. Complete drive sections are developed today by competent teams from the conceptual to serial production phase and integrated in vehicles. Control unit development and data input are part of the duties of FEV. Hybrid drives and fuel cells are core competencies today, production sites are being planned and products are being reworked due to costs; even chassis development forms part of the FEV portfolio today. A test centre with
First test centre of FEV in Jülicher Strasse, Aachen in 1982
31 test benches will shortly open in Brehna near Leipzig. . In addition to Detroit, further development centres have been set up in China and India with a view to supporting customers as they become involved in internationalization. A network of subsidiaries in both the west and east ensures that customer contact is fostered around the world.
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WOCO
Future shortages of resources, the growing demands of industrial nations (particularly India and China) and a wasteful use of power (e.g. in the USA) will lead to a continuing increase in energy prices.
Even simple measures reduce power consumption
Woco You are Woco
ENERGYFOXES Ignoring VAT, Ignoring VAT, the current price can be broken down as follows:
* proportion generated for transportation and sales 75,8 %
constant percentage of ecology tax component for the manufacturing industry of variable proportions in energy reduction/CHP legislation 11,8% (renewable energies/cogeneration) 12,4% * Energy Foxes at Woco achieved consumption savings of 7.7 % through simple measures
If the comparison is drawn back to 2003, it can be seen that the net electricity price has increased by 86 % without additional charges. This extreme increase can be traced back to the slump in electricity prices caused by liberalization in 2000. This effect was only short-term. Attempts to compensate for this concession to the advantage of providers had already begun in 2002. Influence of CO2 emissions A further catchphrase is “CO2 emissions”. This value has also contributed to a clear increase in the net energy price since 2005. EU member states pledged an 8 % reduction of greenhouse gas emissions by 2012 in the Kyoto Protocol. This was determined by the situation in 1990. The right of operators to produce emissions was regulated by the issuing of certificates. The trade in emission rights occurs on the EEX exchange in Leipzig. In short, this value corresponds to the amount that has to be burned to produce one kWh of power. Emission, however, stands for the overall pollution of air by machines, plants, traffic, industry and domestic households. The ability to understand this calculation can vary immensely. Energy Foxes at Woco A building management policy has been in place for years at the Salmünster location which has de-
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veloped over time to become an extremely effective system. It actuates and monitors lighting in relation to daylight, holidays and time (among other factors), closes roof hatches automatically on a timed basis if frost occurs and/or accesses selected consumers during extreme peak load periods in order to deactivate these briefly and according to a prescribed logic. This not only saves a considerable amount of energy, but also limits an increase in the price of electricity. The system is necessary, because very few uniform and identical processes are in operation. Process engineering test benches and machines are operated within widely varying time windows. Hot and summer periods can likewise be diverse in their effects. The “Energy Fox” was distributed to all Woco units and locations at the end of November 2007. It contains simple instructions on how to reduce costs. The simplest way is to switch off unnecessary consumers. It was my hope that all
YOU ARE
WOCO
SIMPLE MEASURES IMPLEMENTED AT THE SALMÜNSTER LOCATION PROCESS TECHNOLOGY
* * * * *
Free consumers are disconnected from the mains supply Technology and processes are energy efficient New plants are tested for energy values and efficiency Old “endurance runners” are replaced by more effective equipment Optimization of existing plants
OFFICE WORKPLACES
* * * * * *
Light – where possible – and monitor are deactivated > 10 minutes after leaving the workplace The light is switched off (if not automatically) where adequate daylight is available End of work: light and PC OFF – not standby, thermostat – where possible – reduced, other power supply units OFF Thermostat is – where available – utilized for suitable temperature control Heating and cooling never occur for windows that are permanently open Conventional on/off switches or power outlet strips with switches ensure disconnection
employees would take a look at this sly little fox, taking note of these few lines and acting accordingly. Initial results The fact that employees took this very seriously cannot be questioned today. A reduction in consumption compared to the previous year would not otherwise have been possible, had important changes at the Salmünster location not been realized. The reduction achieved in the period from January to March 2008, for example, was a substantial 7.7 % in comparison to the previous year, and this was easily achieved by implementing simple, disciplined measures. To emphasize the significance of this saving: for 1,000,000 kWh, of power represents a massive 77,000 kWh. If yet more employees join the circle of “Energy Foxes” as a result of this publication, this contribution will also have paid off for Woco. Measures in the near future We will need to account for energy consumption and the measures implemented to reduce power in the near
future. In addition to electricity, this will also apply to gas, oil, diesel and/or steam, insofar as these are utilized for productive processes. We therefore need efficient technology, the utilization of waste heat, central processes for optimum control and an honest cost-benefit analysis as the prerequisite for a measure. As the energy price has changed drastically at both a national and global level, rules and tips on the control and influence of energy cost reductions were recently issued to all Woco locations. The questions posed in every location are “Am I aware of the energy I consume?”, “Am I using this energy in a sensible manner”, “Have those responsible fulfilled the necessary tasks” and “Will these requirements be met?”. The Federal government of Germany passed the second climate package and declared energy saving to be obligatory at the time of going to press! This confirms the aforementioned statements and indicates the only viable means for reducing energy costs. ❚
Georg Brux, responsible for telecommunications, energy supply and interior systems
Georg Brux WOCO Magazine 41/2008
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Anti-vibration systems for vehicles are familiar to all employees in the Woco Group – but is this also true for industrial systems? Ever since the takeover of EFFBE GmbH in 2000, a new business unit has existed for anti-vibration systems – those systems intended for industrial applications. This business unit is now a part of the Woco industry division and, in addition to German customers, also provides a range of products for the Western and Eastern European markets. There has been a recent growth in the number of customers from Asian markets and overseas who require the IAV.
IAV – a business unit introduces itself
Industrial anti-vibration systems It is unfortunately not possible to illustrate all the products, markets and opportunities in detail here, but an initial overview is sufficient to reveal interesting products and markets. The business unit consists of a total of three divisions: * Machine bearing elements, elastomer springs,
membrane pressure cylinders and ContiSchwingmetall® rubber-bonded metal products division * EFFBE–GAMMA division located in Boissy Saint Léger/France * After-sales division An attempt will be made here to illustrate the first of these divisions (machine bearing elements, etc.). The EFFBE–GAMMA will be presented later.
Elastomer springs
Membrane equipment
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EFFBE-LEVELMOUNT® machine bearing elements division Modern machine designs with ever-increasing performances are often in conflict with optimum production processes and greater environmental awareness with regard to noise and vibrations. This results in continually increasing demands being made on the elasticity of mountings for machine installations. Our task is to meet these customer requirements, while simultaneously enabling customers to realize rational and operationally-reliable production planning, free of structural and environmental constraints. The product catalogue contains a broad range of elements for this purpose, and
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these allow a systematic approach to be taken in meeting different customer requirements. The elements are used for both source and receiver insulation and range from the simplest case involving elastomer plates which reduce structural noise and enable nonslip installation, to the EFFBE-LEVELMOUNT® ,Type LM, probably the most well-known design, through to airmounted SLM series elements and ADS membrane bearing elements/systems with integrated sensors and control parameters which can be adjusted using software. Areas of application: presses, machine tools, injection moulding machines, measuring machines, packaging machines, foundation mountings and all machines and equipment which require anti-vibration insulation. EFFBE elastomer spring division Elastomer springs have been a byword for quality for many years in tool design, tool making and many other sectors.
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ent: H erm nag em ann ma
Ri st
An extremely long service life, defined spring characteristics All membrane devices (even after long periods of use), resistance to oil and wear, have the advantage of no a high elongation at break and many more properties mark maintenance requirements and out these elastomer springs. Two different qualities are the sensitive transfer of mechanical available. CR quality with 70 shore A and EFFBE–Urelast processes. No stick-slip effect and enduring quality with 92 shore A. Urelast quality is a tempered operational reliability are further features. The cylinders can Machine bearing be supplied with standard pressure forces in the range elements polyurethane rubber with extremely high dynamic 50 daN – 4000 daN. The max. stroke varies acstrength. Some of the advantages over convencording to design height and the membrane tional steel springs: nsile str eng he te th ts t s version utilized. te ow Application areas can be ob* Progressive characteristics curve served in individual cases for textile * High load absorption machines, paper machines, petro* No risk of seizing as encountered chemical plants, assembly lines, etc. with steel springs * Particular operational reliability Conti–Schwingmetall® rubber* Fail-safe characteristics, avoiding damage to tools in case of overbonded metal products division loading The IAV business unit is one of three sales partners for ContiTech Vibration * Completely maintenance-free, Control in Germany and in the area of stanensuring efficiency in continuous dardized rubber-bonded metal products. Here operation the focus is on rubber* More than 2 x 106 load changes can be realized without a problem provided that design guide- bonded metal connections of +49 (0) 60 56 / 78-7400 widely-varying designs. These inlines are observed clude buffers, device elements, hydraulic mounts, rails, dome mounts, etc., although the range EFFBE membrane pressure cylinder division Membrane pressure cylinders are standardized, catalogued of applications here is restricted to non-automotive areas. If you require any further information on the products parts. Superior membrane equipment for control functions in plant and mechanical engineering are available. When or the IAV business unit, our employees will be happy to utilized as a force element, it is suitable for automatic pro- assist you at the number: +49/ (0)6056/ 78-7400. ❚ duction processes and individual assembly stations. Michael Weber Q
WOCO Magazine 41/2008
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m Gr ult ou is p tag pr e of PE it R in w Ac ith ce c ss on so le .
1 In -sta te g gr e at PE io R n in Ac ce ss
in FO teg SS ra an ted d re Ex su ce lt la si pp n E lic xc at el io fo ns r
Ex ce lc al cu la tio n ne w
Analyses, evaluations
ns
W e
-
Co nc ep td ev el ap Exc op pl el tio ica ed
ne ed
PE R
pr og ra m
wocoWORLDWIDE
SS aFO lic p s ap tion
Production cost determination
Adaptation FOSS
March
Conversion to new calculation scheme
April
May
Utilization of 1-stage PER
June
July
Commencement of use
clear PERspective
Success and vision from a
Introduction of product profitability analysis Woco commenced introduction of the product calculation system (PER) last summer. The project made numerous demands on the team and works, particularly in the context of various IT systems. It has proven possible in the last few months to conduct product costing analyses on a global scale for the first time with PER. These results support the specialized divisions in keeping Woco and its products on the road to success.
We at Woco (WaW): What is PER? Laila Knobeloch (LK): PER is an information and control instrument at article level. It helps to evaluate required working steps in detail and simulate the effects of process optimization.
WaW: Has there ever been a comparable instrument for analysis and control purposes? Project Manager responsible for operative realization: Laila Knobeloch
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LK: Until now, there hasn't been with a globally standardized database-supported form. We were using a calculation system up to the time our project commenced which could no longer meet increasing internal and external demands. In addition, we also had to adapt our calculation method to our new functionally-orientated organization and take the “Producer”, “Quality &
WOCO Magazine 41/2008
Works” and “Market” functions into consideration. A further challenge was the integration of our of our various – but necessary in this context – IT systems.
WaW: What is the organizational setup of the project? LK: After project definition and the compilation of a project plan last summer, the realization of a single-stage PER had priority from autumn 2007 until the end of May 2008. In contrast to the multistage PER, the single-stage PER does not take all individual details of the value-added chain into consideration within the Woco Group.
WaW: What does the single-stage PER involve in total? LK: The introduction of an organization-compliant calculation
wocoWORLDWIDE
PER REALIZATION PROGRAM 2008
The product calcula-
I PE nteg R ra th ti ro on ug in ho A ut cce th ss e gr ou p
En tre pr en eu rm od el re al iz at io n Re Gr al ou iza p ti ac on co un tin g m od el
De te rm in at io n
of tra ns fe rp ric es
Adapted schedule based on premises described below
tion realization program for 2008
graduated realization in final system
Use for 2009 planning August
September
October
November
December
2009
of multistage PER
scheme which enables suitable adaptation of the FOSS calculation, centrally-controlled administration of hours and bonus records, revision of the assessment system, training and the realization of product costing analyses as well as the collection of worldwide information in a database.
LK: Everybody – the works and central headquarters. Everyone involved receives exact information on problem areas and potential improvement approaches to enhance the profitability of the works and Group. Only in this manner can we continue to assert ourselves in the competitive environment. ❚
The project team with strategic and operative responsibilities
WaW: What do the next steps involve? LK: For the next few months the focus will be on realizing the multistage PER. Many of our articles pass through more than one works before they are sold to customers. It is considerably more difficult in these cases to make statements on the success or failure of an article. For example, it is possible for a product to achieve a profit via the value-added chain, even though another plant involved undergoes a loss with exactly this product. However, the perspective of the entire value-added chain is decisive for us as a company.
Status quo of project team Steering Committee G. Schoess, T. Möller, U. Reichert S&M V. Birkenbeil, J. Leisse
Sponsor M. Wolf
Project Management L. Knobeloch
WaW: Is the introduction of PER complete with the multistage model? LK: Not quite. Our concept plans the derivation of price calculations from the multistage PER within the Woco Group, thus simultaneously replacing our old model with assessments and licence agreements. This is also a demand made by our auditors which has existed for a long time, but could not be so easily realized without PER. We also need a system in which all data can eventually be made available. When we have succeeded in realizing all this, the introduction of PER will be completed and the actual operative work can commence.
Project Team
* *
F & C (H. Brückner, F. Trinkler, S. Fuchs) Logistics (B. Bücher)
* *
Sales (S. Ritzke) Quality & Works (H. Klee)
* *
Central IT Office (T. Geis) others as required
Works
Works
Works
Works
AV, Controlling, IT
AV, Controlling, IT
AV, Controlling, IT
AV, Controlling, IT
WaW: Who profits from PER? WOCO Magazine 41/2008
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YOU ARE
WOCO
Is the Earth about to explode in our faces? Is the North Pole disintegrating? The planet is creaking and groaning, glaciers are melting, Sylt is breaking up and polar bears are facing extinction. Media, politicians and scientists speak in alarming tones, and the climate of hysteria has spread since publication of the latest UN report. We at Woco have asked our employees about their opinions on the theories currently doing the rounds and what they themselves do to reduce CO2. Here are a few of the contributions submitted:
You are Woco
Climatechange?
Woco employees on the topic of CO2 reduction
Manuel Rützel, student at the BA (University of Cooperative Education) “You have to be aware of the problems associated with CO2. However, it’s unfortunate that we cannot do completely without the car today. I myself try to contribute to CO2 reduction by only driving when absolutely necessary and, where possible, participate in the formation of car pools, whether I’m travelling to the Berufsakademie (University of Cooperative Education) in Mosbach or to work in Bad Soden-Salmünster. Another positive aspect of all of this is the amount of petrol saved.” Manuel Rützel, student at the BA (Berufsakademie – University of Cooperative Education)
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Libor Cernin “People have been talking about greenhouse gas emissions for years. Some countries signed the Kyoto Protocol in 1997 with the intention of reducing CO2 emissions. These ambitious targets are today in 2008 not worth the paper they were written on at the time. It has been clearly shown that, under practical circumstances, the measures necessary would have an extremely painful effect on the economic growth of many industrial countries – and that’s something the politicians in power can hardly allow to happen.
WOCO Magazine 41/2008
A graphic example of this is, for instance, the situation in China and the United States. If one looks at global energy consumption, the main sources here are petroleum (35 %), natural gas (23 %) and coal (27 %). People are therefore clearly dependent on hydrocarbons today. However, supplies of these are limited, as we well know. The problem can best be seen in relation to petroleum, where the price of a barrel has already reached 139 $. It is estimated that there are about 1 billion barrels of globally-recoverable resources. About two-thirds
Libor Cernin, Quality Assurance Woco STV
YOU ARE
WOCO
Climate catastrophe? of these are under the control of OPEC countries, but these only contribute about one-third to the current supply. This means that petroleum is used up rapidly in the rest of the world (outside OPEC). The entire global supply will have reached peak oil output in a few years if the OPEC countries do not increase their output considerably in the future, and this will have devastating effects on the “only relatively creeping” growth in oil prices experienced up until now. Only then will the moment arrive when CO2-free alternatives will be taken seriously around the world, because there will be no other alternative available – whatever the cost.” Ruediger Preiss “As far as we are concerned, the car alone cannot be considered the main perpetrator. The enormous growth in heavy-duty and air traffic also plays a major role for us in this respect. As usual, we Germans have raced to the front in all matters relating to environmental and climate protection and now have to admit that we can do nothing to counteract the hugely irresponsible environmental pollution that is occurring with particular intensity in Asia.
The first step necessary would be to thwart the lobbyists, thus enabling a considerably quicker change to more environmentally-friendly vehicles. Where is the car with an average of 5 liters or 3 liters which the Greens have been promising us for years? Why do we need off-road vehicles in a country with tarred field and forest tracks? Why does the German automotive industry tether itself so closely to other countries when it comes to CO2 emissions? Simply in order to continue making a profit out of the dwindling supply of raw materials. What’s the situation regarding CO2 emissions in new vehicles? Despite all demands, the values presented at the IAA are still much too high. Why does the weight of vehicles continue to increase? I myself have bought what I consider to be a more environmentallyfriendly car and only drive when it’s really necessary. Why, with the levels
Ruediger Preiss, Acoustics Development
WOCO Magazine 41/2008
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YOU ARE
WOCO
of technology we have today, are vehicles not available with a serial option involving a combined additional fuel (e.g. gas, hybrid, fuel cells)? Car drivers are once again being ripped off here by the State through additional costs (conversions). In addition, the house will be updated in the next two years to make it compatible with renewable energy (photovoltaic/solar).” Hans-Joachim Graf “This whole discussion of the culpability of CO2 in a ‘greenhouse effect’ and the resulting global warming (which is a fact, as anyone my age can confirm through personal experience) is a political battle for money and influence. When I was a student, a liter of petrol cost about 0.60 German marks – that’s about 0.30 euros. Tax alone on a litre of petrol has today reached 1.80 German marks – that’s 0.87 euros! With the introduction of the so-called ecology tax, this price rise is perfectly heralded by a discussion relating to CO2. A gigantic redistribution of wealth from the bottom to the top, and a development that has acted like a magnet for every speculator! Before addressing the questions, I would first like to clarify a few terms which play a role in this discussion. I will concentrate on a few key buzzphrases which are relevant to this topic.
fined as the deviation of the actual mean weather occurrence from the state determined by a computer model!
* At 15μ, the CO2 absorption band cannot be responsible
for global warming. In addition to this, an “open window” (i.e. to space) of 7μ to 13μ exists for the temperatures of -20 °C to +50 °C which occur on Earth (the so-called water vapor window) [Federal publication 11/3246 of 1988; this passage was eliminated in the IPCC report published in 1990]. The maximum thermal radiation is 10 μ, which corresponds to a body of +15 °C = 288 °K.
* According to Schönwiese, CO2 contributes to 22 % of “global warming”, and water to 62 %. At 0.42 %, the CO2 content in air was considerably higher in the last 180 years than the present figure of 0.35 %.
* The water content of the upper air layers has increased and, as far as I am aware, there is currently no scientific explanation for this.
* As Dr. Anton Wolf indicated on a transparency during the
group meeting, the amount of CO2 generated by human activities is 4 %. The car is responsible for 11 % of this, a fact substantiated by many other sources. The automobile is therefore responsible for 0.4 % of CO2 generated. If one could reduce CO2 emissions by 20%, a contribution of around 0.8 % would be the result (at a cost of billions of euros), with the car in turn contributing 0.08 %.
* The greenhouse effect: The * We owe our existence to radiated solar energy, as it heats
Earth is a greenhouse! A greenhouse is distinguished by the fact that sunlight warms air in an enclosed room (the greenhouse) through a window. This air cannot dissipate and is forced to cool through thermal conduction, which is a very slow process. The Earth is not a glasshouse, and heated air is simply replaced by cold air through convection – which is a rapid process. Dr. Hans-Joachim Graf, Management of Elastomer Advance Development
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* Climate: In contrast to “weather”, “climate” is an invented
term. Climate is a reverse statistical appraisal of the weather. The statistical analysis does not facilitate any future prognoses, because the weather was – and will remain – chaotic. The expression “global warming” is de-
WOCO Magazine 41/2008
the continuously-cooling Earth every day. Moreover, Newton’s law of cooling indicates that no body can heat itself with the energy it radiates.
The automobile is not the villain, because the connection between CO2 and global warming cannot be established and, at 11 %, is not the main cause of CO2 emissions generated through human activity. Raw materials are becoming increasingly more expensive, not least because more people are consuming more raw materials, and the resources cannot be increased. This forces us to utilize these resources carefully and search for alternatives. The automobile is particularly affected by this, along with our mobility and a great many jobs. It is therefore important that the automobile of the future runs on less energy. This is the only way to preserve our mobility and, most likely, our prosperity.” ❚
PEOPLE &
CULTURE
Controlling
– from theory to practice
Training report from Marc-André Weber
Marc-André Weber (21) has been a Bachelor of Arts (BA) student and trainee since September 2006. After practical internships at EFFBE, APS Sales and MAS Purchasing, Controlling is the fourth department in which Mr. Weber has worked. After a major emphasis was placed on cost accounting and balance sheets in the third term at the Berufsakademie (University of Cooperative Education), I had the chance to put this theoretical content into operational practice in the Controlling department under the guidance of Mr. Jens Wahl. Right from the beginning of my time in F&C, I was involved in all tasks and able to provide support for other employees. My first impression was extremely positive, as the tasks were challenging and it was highly enjoyable collaborating with my colleagues. Controlling is one of the features of commercial control at the Woco Group and supports this through the compilation of projected balance sheets, forecasts and analyses of actual values for individual subsidiaries. In addition to this, it is also responsible for legal commercial consolidation and compilation of group statements, thus representing an essential component of the operative process. Other important tasks are the supply of information to management and external business partners, control of the cost-effectiveness of investments and sales and operating expenditure controlling. My main duties included the daily determination of turnover for the previous day at company level, the processing of turnover analyses (planned/actual/year-end
forecasts) at article, customer and product level and the realization of management presentations. Participation in the inventory optimization project was a notable feature of my time spent working in controlling. The Woco Group strives to reduce unnecessary storage costs through an improvement in the inventory structure, thus reducing its own costs within the entire supply chain. Participation in project-related meetings gave me an insight into the concrete realization of objectives, while also taking various critical and important aspects into consideration. The Controlling department is important within the framework of the training, primarily because all commercial processes converge here and flow into the profit and loss assessment, balance sheet and cash flow. The manner in which cost and performance structures of individual companies are formed is clearly illustrated here. The intensive use of Excel and PowerPoint also proved invaluable. Being well-versed in these two programs is becoming increasingly important for operational practices. The high regard for teamwork in the department is also an important part of professional training. Finally, I would recommend that all trainees immerse themselves in the world of figures to support the F&C Team. I look back on my time in Controlling with fondness and know that I learnt a great deal there, at both a professional and personal level. ❚
Marc-André Weber, Bachelor of Arts student and trainee
Marc-André Weber WOCO Magazine 41/2008
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PEOPLE &
CULTURE
No article on modern personnel and organization development can be published today without the expression “Competency management” appearing. Other publications speak of skill and knowledge management. “Old wine in new bottles” say those who have long since lost track of things in the jungle of so-called organization and personnel development tools. It is worth taking a closer look, however. Not least because Woco decided to introduce competency management in 2007.
Competency management What’s really behind this?
A number of people become experts during the training workshop
So what’s really behind the managing of competencies, and what in fact are competencies? Competencies are skills, proficiencies and know-how that can be developed by implementing specific measures. In this respect, the lower the competencies to be developed in which personality plays a role, the more difficult it will be to specifically influence them. Examples of social and management competencies can be named here. The development of cognitive competencies (i.e. the acquisition of (specialized) know-how) is, on the other hand, much easier. “… the systematic development of employee competencies with the objective of enhancing the economic
bargaining power of the entire organization!”; this was the task in hand, or something similar to this, if not the actual raison d’être representing any operational personnel development. What is specifically behind the “Competency management at Woco” project? After the competency management project team was established and the task set by management, namely the introduction of competency management in the organization, the development of a structure had priority in the initial phase of the project. This can be illustrated as follows:
Specific role competencies
Specific departmental competencies, varied definition, depending on the function and role Specific departmental technical competencies
Cross-sectional competencies all employees must be knowledgable here, to varying degrees
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• Values, guidelines • Strategy, vision, mission WOCO Magazine 41/2008
PEOPLE &
CULTURE
1 2
3
1 Expertise is required on the engine test bench
2 The production, exchange and provision of knowledge
3 Service is required
So-called cross-sectional competencies were formed from the values, guidelines, mission and vision of Woco. These constitute the Woco fingerprint – and a very specific one at that. It represents our common ground. Specific departmental competencies describe the know-how required by each individual employee, in order to effectively carry out his or her function or tasks. The description is based on Woco core competencies. Specific role competencies, on the other hand, attempt to describe where the demarcation between individual roles lies – for example, the fundamental difference between a manager and a specialist. The second phase of the project will be dedicated to the configuration of content in the structure illustrated. The objective is to create requirement profiles for each function existing in the company.
Why make all this effort? Personnel development activities are still much too often “organized” in response to subjective necessity and arranged on the basis of the booking rate and participant satisfaction. Competency management offers the chance to systemize the process of qualitative and quantitative qualification planning through a comparison of target/ performance competencies. The objective is to discuss the requirement profiles created in this manner individually in annual employee meetings and implement specific measures.
here. Mr. Pecoriello instructs trainees in service tasks
Outlook Competency management can only develop its full potential when it is aligned with Woco strategic targets and is accepted and supported by the employees. ❚ Andreas Noll
WOCO Magazine 41/2008
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wocoTELEGRAM
The Wolf is here! September will see the launch of our advertisements in automobile magazines. In Automobile Week Nos. 21, 23 and 25; in Automobile Production Nos. 10, 12 and Engine Technology Magazine Nos. 10 and 12. The advertisement for Kronacher Kunststoffwerke is shown here.
Kronach. Powered by instinct. The wolf symbolizes the Kronacher Kunstoffwerke expertise
500,000 clean air lines for Mercedes V6 diesel engines The team at the Steinau works can look back with pride on the extremely successful production of this complex component equipped with a variety of functions. An adhesive process realized by a robot was smoothly and successfully integrated into the production process for the first time.
Millionth foot control system installed in the Mercedes A and B class
Millionth foot control system for the Mercedes A and B class The one millionth foot control system for the current model series (W 169) was delivered by the Woco works in Rastatt on 12/4/2008. Since May 2004, a total of 28 different variants have been delivered “just-in-time” and “just-in-sequence” directly to the vehicle assembly line. It then takes our customer, Mercedes-Benz Cars, just a few hours to assemble them into the current Mercedes A and B class model series. Woco thus contributes to the reduction of warehouse storage and optimization of logistical processes.
Professional training successfully
completed at Woco 12 trainee graduates at the Bad Soden-Salmünster location received their final certificates during a celebratory ceremony after successfully passing their final examinations in autumn/winter 2007/2008. The graduates were invited, along with their parents, partners, employee representatives and instructors who accompanied and supported the trainees during their training. Drinks were served in the exhibition hall in the Communications Centre, giving parents of the trainees the opportunity to take a closer look at the Woco product range.
Girls Day The future-orientated – Girls’ Day – was held at Woco on the April 24, 2008. Woco opened its doors on this day for 35 pupils from Classes 5 through to 10. This represented a new record in participants, with the greatest number attending since the introduction of this day at Woco!
We at Woco – Employee Magazine of the Woco Group, No. 41 – August 2008 Publisher: Woco Industrietechnik GmbH, Hanauer Landstraße 16, 63628 Bad SodenSalmünster, Germany, Tel.: +49 (0) 60 56 /78-0, www.wocogroup.com Editorial Staff: Dr. Heike Beerbaum, Dr. Bernd Casper, Bernhard Eckert, Stefan Engel, Matthias Hackerschmied, Gerhard Hepp, Manuela Jost, Mark Keuneke, Karin Kropp, Thomas Mack, Anna Dagmar Metz, Dorothee Noll, Roland Schalk, Christopher Storch, Michael Weber, Anke Wolf, Dr. Anton Wolf, Bernhard Wolf Editorial Direction: Manuela Jost, Anke Wolf Design and Layout: STRAIGHT – concept & design, Frankfurt a. M., Germany (www.straight-cd.de) Translations: sprachenwelt GmbH, Hünfeld/ Germany Printed by: Druck- und Pressehaus Naumann GmbH & Co. KG, 63571 Gelnhausen/Germany
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WOCO Magazine 41/2008
New participant record at the Girls Day 2008 in Bad Soden-Salmünster
Photos : Woco Gruppe, STRAIGHT – concept & design, Uli Schwab, Markus Palzer, FEV Motorentechnik GmbH, Werksfotos © Woco – Reprints only with prior written permission of the publisher Editorial deadline: 18. June 2008