THECUTTINGEDGE
Published by ANGER Machining GmbH
TOMORROW THE WORLD WILL BE DIFFERENT BECAUSE WE‘RE SHAPING IT TODAY
HIGH TECH IS NOT JUST FOR HIGH END
ENERGY, WEIGHT, RESOURCES, COSTS Science tells us where we can cut down WHERE THE FUTURE IS AT HOME: JAPAN INNOVATION IS NO SALAMI CHRYSLER MOVING AHEAD: An interview with Brian Harlow MEXICO‘S STRENGTH: TECHNOLOGY NOW A REALITY: MQL
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MOVE THE PART PRODUCTIVE
& SMART
We have always wanted to move things EMO Focus: TC2 From individualized high end to standardized concepts Page 4
Woman at the wheel Historical look into the Mercedes Benz Museum Page 6
On the state of science A conversation with Prof. Z채h of the TU Munich. Page 8 In its 30-year history as a company, ANGER MACHINING has decisively contributed to advancement in the processing industry in terms of productivity and quality.
Japan and China Markets that are changing our world Page 10
Four-time award winner And four times in one category: Innovation
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The theme of the future: Total Cost of Ownership
Klaus Dirnberger
Dietmar Bahn
In May 2013, Klaus Dirnberger and Dietmar Bahn acquired another 49% of the shares in ANGER MACHINING, which now makes us 100% owners. After the succession of the Anger family was concluded at the end of 2007, we brought another strong financial partner on board, which led to a very constructive and successful partnership. ANGER MACHINING did extremely well in the 2009 crisis and has shown an average growth of 35% and the size of the company has even quadrupled since 2006. 120 high quality jobs were created during this time. We invested in training and continuing education and spent more than 8 million Euros on the expansion of the Traun location. ANGER MACHINING has developed over the last few years into an internationally represented company specialized in the niche of equipment engineering and one that now has the required resources and infrastructure. A series of awards for innovations, such as the “ZF Supplier Award for Innovation in 2012” are an appropriate recognition. But growth alone was not and is not our goal, but rather the result of our work and recognition of this performance by our customers.
Visit to Chrysler
100% ANGER
A conversation with Brian D. Harlow and a glimpse into the Kokomo transmission plant
“100% ANGER” is the start of a new chapter in the now over 30-year history of the company. For us, the owners, 100% ANGER means a major motivation to “get things going over the long-term.” For our customers, it‘s a sign of our clear commitment to the future, to a sustainable and entrepreneurial path. 100% ANGER is also an appeal to our employees and suppliers to dedicate themselves 100% to the advancement of our company and to create new processing solutions. That‘s what our customers expect from us.
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Sergio Marchionne The FIAT boss on electric mobility
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The Mexican connection ANGER‘s man in Mexico on the leading automotive location in America Page 18
Not a salami What‘s required of R&D is major new solutions and not thin slices Page 20
Only MQL will take us further Still debated, but ultimately the solution to a lot of problems Page 21
Splitters Pictures from a major anniversary celebration Page 22
Interrail 2.0 How young employees discover the world
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Now, an equipment engineering company, that has oriented its business model on optimization of productivity in the processing technology of its industrial customers, has huge challenges to meet over the next few years. We assume that our customers will employ production-suited product design, strict maintenance and quality programs and an increasing degree of automation for the optimization of productivity. The holistic approach in product also includes optimization of quality measurement and part logistics, increased productivity, total system effectiveness and overall “operational excellence”. And TCO, total cost of ownership, also referred to as life cycle cost, will very decisively gain in importance.
Purchasing machines at the “lowest price” is an obsolete dogma. The real bill isn‘t paid until later in operation. TCO models put an end to this widespread, short-sighted investment calculation. The positive findings of leading companies, in particular in the German automobile industry, will make TCO-oriented investment models a requirement in the near future in other companies and other countries, such as Japan, for instance. TCO will consequently also change machine technologies. The LEAN concepts, which have been optimized more and more over the last decades, are being redefined since the truth concerning the total costs is the central theme. ANGER‘s transfer center technology offers enormous cost advantages from the point of view of TCO. Reliable data on equipment in operation are available and have positively surprised us! (See also the interview with Brian D. Harlow, Chrysler LCC for more on this, page 14 ). Thanks to smart standardization of components, identical parts policy, an ergonomic design for easier servicing, minimum downtimes, the customer-side energy, service and infrastructure, costs have been reduced by 20% each.
Industry 4.0 – Revolution or just a mini-revolution? Another major challenge in production management is IT and data integration. The core of what is called by some the fourth industrial revolution, is a combination of software, sensor, processor and communication technology. As an equipment manufacturer, we have to integrate ourselves seamlessly in the IT value creation chain of the future and be able to convey production-related information like machine status, order status, parts quality data and preventive service data to the ERP system. The software architecture of the systems will be redefined for this and traditional lean manufacturing will have to be expanded. We‘re working on this. Smart Technologies with “Smart People” ANGER MACHINING itself does its development on the integrated digital value creation chain, with the goal of going from simulation to project design, the digital model of our machines to the automatically generated CNC program for the systems, with low cycle times and high technical quality. Higher productivity and higher efficiency require more interaction and cooperation of our organization, between engineering and implementation, planning and the factory hall, between us and our customers. Here we have room for improvement. “Smart technology” is our strong basis. It is the responsibility of our employees to meet our performance promise every day and to go above and beyond. To this end, our managers and specialized employees will support a series of specialized technical and organizational changes over the coming years in order to implement the next generation of high performance processing solutions. As owners and managing directors, we demand and promote the further development of our expertise and close cooperation. We view this as the basic values of our action. Innovation and improvement or European creativity and inventiveness combined with the Japanese CIP philosophy. We‘re working on it. We are motivated to get things going. Klaus Dirnberger and Dietmar Bahn
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TC2 standard transfer center for flexible dual processing Basic machine • Travel path x/y/z: 550/2000/550 mm • A axle +/- 200°, optional 5 axle Clamping: • Standardized zero-point clamping system with variable pallet size up to 800 mm Loading: • Standardized, vertical rotary table (also automatable) Processing units: • Standardized basic spindle arrangement • Dual tool changer with 20 tools each • Dual Hellmerich crown turrets • Option to integrate and reconfigure any special processing unit, parts-specific multiple spindle heads, firmly positioned HF spindles, cutter heads with very large diameters. Cooling: • Emulsion coolant lubricant (KSS) Control: • Siemens 840d SL with “ANGER HMI”
Robert Blauhut, Head of LEAN CONCEPT at ANGER. “With the TC2, we at ANGER are embarking on a bold path: making the impressive advantages of the transfer center.”
At the moment, we lay down the keel for really big vessels.
In the future, we‘ll also be building a lot of fast motor boats.
The step into the future: What‘s good for the very big is fair for the not so big.
ANGER MACHINING has been distinguished a total of four times with an award for outstanding innovations since 2010. The innovation itself is a revolution in machine construction, even if it took a few years to develop it to its current state. The basic idea is simple, however: Bring the workpiece to the tool. This is the idea on which the machine containing numerous tools, spindles and drills is based. The workpiece itself, which in the automobile industry, for example, is the sophisticated valve controllers in transmission construction or the engine block with its manifold processing steps - is conveyed on a jig from process to process. This eliminates the long, time-intensive process of transporting a workpiece from processing center to processing center, step by step and then processing it. The process is completed in one or a maximum of two machines. This is like “bringing the flower to the bee” as in the title of the main article in the previous issue of this magazine. That was in “2012.” We‘re now looking at “2014.” “This is without a doubt the future,” said the recognised university professor and production researcher Eberhart Abele elsewhere in “2012.” The scientist sees this as “revolutionary technology in terms of its basic approach - i.e. handling the part and not just the tool!” In the history of machine construction, i.e. for over 80 years, it‘s always just the tools that are handled and never the workpiece. And now, continues Eberhard Abele, we have to get the point across to industry and production planners that this is the way to design and implement more economical concepts. The high-speed processing machines from ANGER are currently found in many factory halls in major industry. In Stuttgart at Mercedes, in Saarbrücken at ZF or in Kokomo at Chrysler. How they‘re designed: Large quantities with top quality. They are built according to the manufacturers‘ requirements, i.e. for transmissions for BMW, Mercedes or Opel and engines at Volvo. The technology has proven itself. It has been perfected and is venturing onto the next steps, for example through developments to make KSS (coolant lubricant systems) completely superfluous and to make production even more efficient with minimum quantity lubrication and perfected 1 channel technology. Or to construct even more energyefficient machines with completely new tools as described for example by Prof. Michael Zäh of the TU Munich elsewhere in this issue.
The productivity and efficiency of highly-productive transfer lines have been combined with the flexibility of the processing centers. This solution provides a high-speed processing system in an especially compact and therefore space-saving form. ANGER‘s next major goal is modularizing this technology and standardizing the processes. “In the coming years, there is going to be a structural change in the worldwide machine construction market,” says Robert Blauhut, who is heading the development of this project of the future at ANGER MACHINING. “It is driven by the requirements of average to mid-sized industry which expect significantly more productive manufacturing, higher process stability, higher precision, even in 24/7 operation and, most of all resource and energy-saving technology.” “What we‘ve been doing up to now is building really big ships, designed to the individual specifications of the individual clients. With this experience and knowledge about our technology, we plan to build fast motor boats in the future, in mass production. What has proven itself in high-end production will meet just these requirements in a standard version. Like their ‘bigger sisters’ in the auto industry these machines will be significantly more productive, more efficient and greener, i.e. they‘ll use less energy than the conventional processing centers with comparable production yields. They‘ll require significantly less space: at least double the output or half the space. They‘ll require fewer handling efforts and cause fewer quality problems since it will no longer be necessary to clamp the parts several times. This is made possible by the extensive degree of standardization in a modular mechatronics assembly group concept. At the same time, the next generation machines can be equipped with the right tools for the most varied of processing types. This is another reason the laborious handling of parts in multiple machines will be done away with. The clamping error risk will be minimized and so no corresponding quality control will be necessary. In addition, the large special machines have already shown that processing quality is considerably higher in a single jig.” This concept was presented for the first time with the TC1 at the IMTS in Chicago in 2012. At the time, the machine was still a single unit and showed the first step. The second step is now following in Hannover with the new TC2, a standardized, modular and flexible machine for high-production dual processing with the option of converting or retrofitting the machine for a new workpiece. ‘Chaotic’ production is supported as is automated or manual loading.
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THECUTTINGEDGE
1886 / 2006
Woman at the wheel.
The Benz Patent Motorcar Number 1 can be admired in this building in StuttgartBad Cannstatt. This car is a replica, however. The rebuilt original Number 1 is on display in the Deutsches Museum in Munich. The oldest completely preserved automobile with a combustion engine can be seen in the Science Museum in London. It is likely the Number 3, which in turn was the world‘s first car to be offered for sale. The first long car trip was taken in 1886 in the Number 3. Without her husband‘s knowledge, Berta Benz took her two sons and drove the 106 kilometers from Mannheim to Pforzheim and drove back three days later. The first woman behind the wheel, and thus the first car driver in history, had to still get gas at the pharmacy. The car ran on ligroin, a light gasoline for dry cleaning. Incidentally, the Number 3 got about 10 km to the liter. The Mercedes-Benz World is particularly significant as a museum since it belongs to the brand that changed our world: to the inventor of the automobile. The impressive structure in the form of a Reuleaux triangle opened in 2006 and received a splendid collection of major Mercedes-Benz automobiles. All of them are originals, with the exception of the very first car. Incidentally, replicas of the Number 1 are manufactured in the apprentice workshops at Daimler according to original plans. There are now some 150 of them. You can also purchase the Number 1 new. The model costs just under EUR 70,000. And there is no options list.
THECUTTINGEDGE 8
Without simulation, you‘d have to test airplanes without knowing if they can fly.
Prof. Dr. Michael Zäh. Static and dynamic FEW simulations underway in machine development at ANGER MACHINING. The complex systems are constantly being further developed in collaboration with the TU of Munich.
The Garching Research Center in the north of Munich is a very impressive and vast city in itself. This is where, among many others, the Faculty of Mechanical Engineering of the Technical University is located. Prof. Zäh looks more like a professor at a college of design. “A whole series of studies, metrological studies and machine component designs have been simulated on computers. These simulations provide a lot of reassurance for the truly bold concept that ANGER MACHINING offers and with which the company has enjoyed so much success. This is the case for the construction and development phase. We‘ve assisted here with design calculations for machine components and the overall concept - with regard to the static and dynamic behavior of the machines in the production process.” And then comes the sentence, that this procedure is very unusual for a mechanical engineering company. “Mechanical engineers are for the most part tinkerers.”
sceptical at the beginning, but our calculations have shown that the values work.
Of course, it‘s a bold step: move the workpiece, rather than the tool! Actually, it was questionable whether the device on which the workpiece is clamped would withstand the strains and not buckle. But the calculations then proved right.” Munich or Darmstadt, Aachen, Chemnitz, Stuttgart or Vienna: the topics of energy consumption, development of new, lighter materials, new control systems and use of resources are keeping the technical universities busy. All four approaches are in use at the highest technical level with a single goal:
Making the processes more efficient and thus cutting costs while meeting constantly increasing quality standards.
Research
The decision as to the ultimate importance of 4.0 should better be left to future generations, according to Fraunhofer Research Austria: “The first three industrial revolutions were only termed as such when looking back. What‘s new now is that the fourth revolution is being predicted. During the introduction, Industry 4.0 will probably be seen as evolutionary, rather than revolutionary. The visions currently being developed and the many opportunities arising across industries are however thoroughly poised to trigger the next industrial revolution. We even have to construct a revolutionary view of the future to remain competitive in the long run.” Jürgen Minichmayr comments on an analysis by Fraunhofer Other current research fields at the IWB focus on composite Austria Research, where he heads the division of production manufacturing process technologies which could also be and logistics management. “Some aspects of industry important for mechanical engineering. “The main 4.0 are not new. 30 years topic of our time is how we handle energy. ago, people were talking Conserving mass is the main approach! Innovative about computer-integrated composite materials make really big steps possible.” manufacturing. Prof. Zäh explains these later on at a tour of the IWB Back then, however, think tank, the vast testing hall. New technologies computing technologies here include first and foremost polymer concrete were not yet ready and and carbon-fiber based composites which can be were also too centralized. both glued and welded. Textile composite materials We now have much better definitely have a bright future in the auto industry. technological options and the Thanks to these materials, chassis parts are getting approach is tending much much lighter commore towards decentralized, pared to the steel or self-controlling systems. aluminum they used Production structures, to be manufactured processes and products will from. change even faster over the “Lightweight Jürgen Minichmayr, next few years. The factory construction, howhead of production and logistic of the future has to manage ever, is for machines management at Frauenhofer this volatility better. There themselves a future Research Austria. is a widespread consensus, development of great that whoever can react importance,” says faster and more flexibly to Prof. Zäh, “since the machine components which changes will have a strategic advantage.” used to be made from steel or iron can be replaced with much Back to Garching. Summing up, we‘d like to mention yet another far-off vision. The pioneering technology by ANGER lighter materials. If you‘re constantly moving MACHINING is currently happening in special machines for large, heavy parts and they are specific automobile industry applications. That‘s why there accelerated in short intervals is a project called “lean concept” at ANGER MACHINING and then have to be slowed which is designed to bring the revolutionary technology to down, that requires a lot of standardized modules. Indeed, what‘s working so well in the energy. You can save on ener- precisely specified processes in the auto industry is also suigy costs if the mass of these ted in standardized form for processing methods in mediumparts is significantly reduced. sized industry. “A logical development,” says Prof. Zäh. “I‘ve The textile composite materi- also been impressed by the professionalism of the managers als are made of carbon fibers at ANGER MACHINING, but also by the courage with which bonded using plastomers, they approached new solutions. On our end, we were a bit embedded in a so-called plastomer matrix.” One primary field of application for these stable materials is jigs (clamping machines). At Volvo in Sweden, the first ANGER machines, with which engine blocks are also processed, are in dual processing. The heavier weight of these parts and the chipping forces generated by multi-spindle processing are quite challenging for the stability of the jig which moves the parts to be processed in the machines from tool to tool. And another factor, which is just as important, is the energy costs. “The energy costs have become higher than the tool costs,” is the main statement Prof. Eberhard Abele from TU Darmstadt made just under two years ago in an interview for “2012.” Prof. Zäh agrees. “In addition to the significantly lighter composite materials there are a number of other approaches. One of these is MMS, minimum quantity lubrication.” Prof. Zäh worked at a machine factory in Ludwigsburg before he became a professor in Munich. “Even back then, we were looking into alternative concepts,” he explains, “there‘s still a lot of potential here!” The professor acknowledges the mention of a vibrating tray, which immediately removes the accumulating filings (see also page 21) with brief astonishment: “A surprising approach!” In Munich, it‘s easy to explain the importance that simulations of entire processes and their effects have. Important areas of the aircraft industry are based here as well. “Do you remember the crash of an airbus A330 during a test flight in 1994 near Toulouse? Tinkering and testing is definitely no longer merely conceptual in the aircraft industry.” It still is in mechanical engineering, however, and therefore ANGER MACHINING is, in the professor‘s eyes, truly an exception to the rule. When asked about other mechanical engineers for whom the Institute has conducted similar research, Prof Zäh answers with a sly smile.
“Mechanical engineers are for the most part tinkerers,” says Prof. Zäh, “they prefer hands on to noses in books!” Prof. Michael Zäh heads the Institute for Machine Tools and Industrial Management (IWB) at the Technical University of Munich.
The media reported euphorically about the Industrial Revolution 4.0 at the last industry trade show in Hannover. Like Brian D. Harlow at Chrysler, Prof. Zäh views it as just another step at best:
“The Industrial Revolution 4.0 is at best a mini-revolution!” “Basically it‘s just a further development of CNC. Industrial IT is now already a component of CNC, its application can be considerably expanded, however. That‘s technological progress in the sense of evolution, not revolution!”
“We‘ve been able to contribute to ANGER MACHINING in their development of new machines,” he stated very humbly just over a year ago in a conversation. “We merely monitored the processes to ensure that the requirements listed in the technical specifications were met. First and foremost, we performed and scientifically mapped finite element calculations which enabled us to optimize the processes.”
THECUTTINGEDGE 10
Previously, in the 1960s, Japanese cars were unknown in Europe and the USA. There were no big names, no historic racing successes and no historic biographies. The first car to come to Europe was the Honda S800. And Nissan was still called Datsun. People laughed about little David, although Honda was a very agile and good-looking car. Motoring journalists and the auto industry soon stopped laughing. “Today, no one‘s laughing any more!,” you could say. And less than two decades later, the global success was perfect. David became Goliath. Dr. Ferdinand Piech, head of Audi in the 1980s and later of Volkswagen, for example, is known for his affinity to Japanese culture. He often travelled to the islands to study Japanese culture and philosophy. And he was very impressed with Japanese production quality. He thus set new goals for Volkswagen: Reaching their quality standard or even exceeding it!
The Japanese manufacturing industry and the Japanese mechanical engineers have made the processing center into the worldwide standard. But what has been able to link processing centers today, will soon no longer be sufficient. What lead can Japanese industry have if the same machines of Japanese origin are used around the world, if Japanese corporate consultants TPS (Toyota Production Systems) and TQM (Total Quality Management) are used to raise the performance of their own competitors?
Today, we can point to the early 1990s as the time when the Japanese, and shortly thereafter the German auto industry, raised production quality to a level never before seen. Since then the world of cars has changed and those who failed to keep up had major problems, such as the auto industry in the US, for example.
We can therefore assume that a historic change in technology is currently underway, even if this transformation is proceeding slowly in Japan - a country known for maintaining its traditions. In any case, a change can also already be seen in China. The Chinese industry does not simply want to take over the technology of the past. No, it wants more and more to use the latest technologies to strengthen its position in international competition.
ANGER MACHINING was finished with new developments and technologies at the precise moment when the new quality level was demanded. A little mechanical engineer from Austria, another David, as it were, brought out a new generation of high speed processing machines in 1983. They proved to be just right when it came to producing the sophisticated parts with higher productivity and with considerably higher precision. Such as, for instance, the valve bodies in automatic transmissions or balance shaft housings or transmission shafts. Japan stands for high quality and great success. China stands for the big market. Here too, it was the Volkswagen Group that dared to take the first steps back in the early 1990s. Today, everyone knows that the pioneering spirit paid off. China has since overtaken the USA as the largest auto market. Up until recently, the annual growth rates were in the double digits. ANGER MACHINING also has the Chinese market in its sights. The Japanese market is however the greater challenge. This is because Japan is the country whose auto industry constantly sets new standards and the culture that we approach with the utmost respect. Japan‘s industrial development began at the end of the Edo period. Edo (now Tokyo) was the capital that gave the era its name and ended in the late 1860s. Similar parallels can be seen in the economic miracle of the post-war period, when Japan rose to become the second greatest economic power in the world - here as well, comparable to West Germany at that time and neighboring Austria. ANGER MACHINING has its headquarters in the heart of Europe, in a region referred to as the “Machine Belt”, comprising Southern Germany, Northern Italy and parts of Austria. How things stand: Highly precise, highly flexible with an eye on costs. When ANGER MACHINING first introduced its new processing technology in Germany in 1984, it set new standards in precision and efficiency in machining technology with its concept of assembling the spindles firmly in a machine and moving the CNC-controlled work piece from spindle to spindle. The transfer center was born. It didn‘t take long to spark the interest of the leading transmission manufacturers and the auto industry in general. Higher precision in manufacturing is one of the keys, using modern transmissions, to considerably reduce consumption and emission values of modern cars. ANGER MACHINING‘s new technology works considerably faster than conventional processing machines while remaining flexible and thus contributes decisively to reducing costs. Substantially reduced cycle lengths mean fewer machines, fewer machines mean lower service costs, lower energy costs and less production area. Companies like Volkswagen (since 1997) or ZF Getriebe (since 1999) have been long-standing customers. ZF is, and this is also worthy of mention, the company with the largest number of ANGER machines. Thirty are already in production in the automatic transmission plant in Saarbrücken and another ten machines have been ordered and are currently under construction at ANGER for ZF. Daimler, Audi, Chrysler, GM, Magna, Mahle and Volvo as well, just to name a few other automobile industry giants, are using this technology more and more. ANGER MACHINING is convinced that the technological lead of its machines will also play a significant role in Japan. The globally active and successful Japanese auto industry is on the verge of a transformation in manufacturing technology.
Raising productivity, enhancing processing quality, which is contingent on ever more stringent environmental and emission standards and above all, the reduction in energy costs, are decisive requirements that conventional technologies can still only meet to a limited extent today.
Two major nations in Asia, one of which needs to secure its historic importance as the world‘s leading auto manufacturer and the other, which has quite recently grown to be the world‘s largest auto market. Two markets which represent a corresponding challenge for ANGER MACHINING and its transfer center technology. Once again, a David stands before a Goliath. The end has yet to be written, but from a historic point of view, we of course know how this story ends.
Honda S 800 just landed at the port of London. In 1967 the first Japanese cars arrived in Europe. What a historical document!
On the transformation from David to Goliath
Japan / China / Asia
(Photo: Central Press / Getty Images)
Shizuo Kakiuchi, COO of ANGER MACHINING JAPAN. “We have started with a small but dynamically growing operation in Japan. There is huge market potential for the advanced ANGER Transfer Center technology in Japan.”
There are no ANGER machines in Japan yet. Not yet. But when you look more closely, you‘ll notice that ANGER‘s global success has its roots in Japan. Around 25 years ago, a new era began in the automobile industry. The Japanese automobile industry was manufacturing its products faster, more efficiently and – with significantly higher quality standards. Japan took the world by surprise with production quality which would change the global auto industry. Industrial historians now say that this step is comparable to Henry Ford‘s introduction of the assembly line.
THECUTTINGEDGE
...Innovation‘s knocking at your door.
Upper Austria, one of nine Austrian Federal States, has a very impressive industrial scene. Mechanical engineering is represented in a number of ways: the steel industry, that‘s clear, add to that the auto industry e.g. BMW in Steyr, electronics, medical technology and a number of software companies. The production value of the Upper Austrian industry amounted to 36 billion Euros in 2012 and thus represents a quarter of Austria‘s total industry.
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ANGER MACHINING is based in Traun, a little town near Linz. In 2010, the company was awarded the “Regional Award for Innovation.” Given the environment in the industrial region of Upper Austria, this is in itself an impressive award.
Regional Innovation Prize 2010
Federal Austrian Innovation Prize 2011
In the following year, i.e. 2011, ANGER MACHINING was awarded probably the most coveted prize in Austrian business - the State Award for Innovation. Indeed, the package of 614 submissions, from among which the panel had to choose 6 nominations in order to finally announce the winner, was a sizeable one. At the end of 2012, ZF Friedrichshafen AG handed out their “Supplier Awards” – a global group‘s distinction awarded to companies that have excelled through their outstanding supplier services. The “Supplier Award” is traditionally given at the end of the year in five categories. One of these categories – how could it be otherwise in such a company – is “Innovation.” As such, ANGER MACHINING was distinguished for the third time for innovation, i.e. for a new piece of technology. ANGER machines are part of a completely new development in automobile construction. Around 20 years ago, first and foremost in Japan and Germany, manufacturers began clearly raising their quality standards. This transformation soon led to more quality on the global markets. The manufacturers quickly realized that quality not only sells better, but also that quality is much more economical in the long run. This is also the strong point of ANGER MACHINING and the reason behind this special award by ZF. The high-tech machines from Austria not only work with precision in the 1/1000 mm range, they also do it extremely fast and reliably in 24/7 operation, in a word: around the clock.
US-A-BIZ Award 2013
This combination of precision, reliability, speed and flexibility is the reason behind this special award for the company. It‘s worth mentioning in this context that nowhere else in the world are there so many ANGER machines as in the automatic transmission factory in Saarbrücken. There are already over 30 HCX processing machines and the numbers continue to increase. For global suppliers, the ZF supplier award is like Oscar night in the German city of Friedrichshafen, which already brings us to the fourth and thus the most recent distinction for ANGER MACHINING. On the night of the 85th Oscar awards on February 24, 2013, just a few blocks away from the Dolby Center, another award ceremony took place at the Austrian Business Center. The “US-A-BIZ Award”, which is conferred on Austrian companies that are particularly successful in the US: The “US-A-Biz Award 2013”, in the category of innovation, goes to: ANGER MACHINING GmbH.
The innovation leader in the production process industry from Upper Austria supplies several high-precision processing machines for 15 million Euros to Kokomo, Indiana/USA. The now Fiat subsidiary, Chrysler, contracted ANGER “to manufacture ultra-modern eight and nine gear automatic transmissions”, as the press broadcast announced it in a somewhat awkward fashion.
Award winning
ONE – TWO – THREE – FOUR –
THECUTTINGEDGE
Did you ever drive through the landscapes of Upper Austria on a rainy day? Driving through the landscapes of Indiana and Michigan on a rainy day is almost the same. Only longer. Those friendly people from ANGER MACHINING INC from Ann Arbor provided a black BMW 335 d. I went from Kokomo, Indiana, filled up with Diesel in Gas City (where else!), went past Fort Wayne and Flint to reach the impressive headquarters of Chrysler LLC in Auburn Hills, Detroit, Michigan. It’s a five hour drive, if you (partly) ignore the speed limit.
Five hours to think 14 about what to ask a gentleman, who spent his life in manufacturing transmissions. “I came from 3 speeds!” is what he said in our conversation. Yes, I remember them, 3 speed Borg Warners somewhere inside soft rocking big American cars in turquoise and orange pink...
BEING AHEAD OF TIME IS VERY NORMAL FOR CHRYSLER.
Mr. Harlow,
When I heard Chrysler was starting to produce eight and nine speed transmissions and the involvement of ANGER MACHINING, I thought, that must be a quantum leap in the US... It is... It is? Yes sure... I mean – you came from – what? - four, five? Six! Actually, I came from three - and four... five... six... We just decided to skip seven and go to eight and nine! That is the speed that we are going. We just jumped over seven and went right to eight and nine! By what reason? It’s totally driven by fuel economy as well as meeting the federal regulation on future fuel consumption and pollution. And the need to be competitive. The combination you certainly can’t drive by it, right? And in the delay, when people don’t want our products - for what ever reasons, including and particulary fuel economy – then we were all left. So... we were just coming out of a strange situation. We had a relationship with Getrag. They built a plant in Tipton, Indiana, to produce a dual clutch transmission – six speed – for us. For a combination of reasons – mostly driven by the economy - that business failed. The business relationship failed because of the economic situation, our lack of sales and an ultimate lack of financing available. So because of this, coming out of bankruptcy, we had no transmisson solution. We had to address that as the first, basic thing. Sergio Marchionne – who is the CEO - led the discussion about what we were going to do to resolve our powertrain issue, specifically what our next transmission would be, because we didn’t have a solution. And that took us thinking further down the road. We knew our competitors were doing six speeds, right? Most people were doing six speeds – but it didn’t make sense for us. The competition had done it three years before. So that’s how we ended up where we are today.
Hmm-yes…
What is your personal opinion? Twelve speed...?
Is there any limit? I mean how many gears do you want to shift?
In my career... all I know is: Nine is the end! For Chrysler and the industry: I don’t know. There is discovery every day. You could have multiple scenarios... We had discussions related to this. You could add, just for example, a rear axle, a two gear system, that is a multiplier that makes it double what we have... You could have it like a bicycle, the rear chain goes off, you have two positions for that and you just double the number of gears. So – who knows...
I am not a designer, I am a manufacturer... (smiling)
Eight and nine…
I know! But you must have a conception!
Going past them – so to speak – and the rest of the industry.
It is difficult because a lot of people were wrong when answering that question in the past. I can very clearly remember discussions in this building with some high level leaders about six speeds and they clearly gave an opinion and ultimately a decision, that five speeds absolutely were the top end. But they were wrong.
I just heard GM and Ford, they recently started a cooperation on ten speed?
One other thing that crosses my mind... What I recognize is the increase of quality. Just recently I had a closer look at a new Chrysler 300. Seeing the outside, the interior and the build quality in detail, I assume the quality of
Interview
Brian D. Harlow is Vice President at Chrysler in Auburn Hills, Michigan. He is Head of NAFTA Powertrain Operations and Head of Global Powertrain Manufacturing Engineering. Even if you consider a person in his position to have his diary full of dates and terms from six in the morning until late at night, Brian Harlow found the time to meet Patrick Schierholz.
Altar presentation: Grand Cherokee in the lobby of KTP, the largest Transmisson Plant in the US.
That really got us started on identifying the real cause of the issues on the line. We have some very, very good systems in place now to resolve issues quickly and we train people to attack issues on a daily basis. It’s more than just “we want to make them good!” At the operator and team leader level, our system is very systematic. So it’s a huge improvement. And it isn’t finished because as we continue to implement WCM - World Class Manufacturing - in our plants. Because we are only in our infancy. This magazine is published by ANGER MACHINING and they have very precise machines... Today I had the chance to listen to a conversation. I had been walking around in Kokomo, looking at the factory and all those new machines... I came back to the office building to listen to a conversation between Larry Bosley, Dietmar Bahn and Hadi Taam. What they discussed was about the advantages of ANGER Machines. Dietmar Bahn of course explained all the advantages – lower floor space required, a good footprint and the machines are very fast and they are very precise. And Larry said he has one point to make: If he has 10 or 12 MCs, they might not be that sophisticated. When he has problems with one of them, and he has to switch it off, he might get a slow down by 6% or maybe 8% in production. But if he has such a brilliant machine that produces very high speed and one is down, he loses like 60% of his capacity. And while I was just listening, I thought, there is a point right there. transmissions, of manufacturing, must have raised a lot as well in the last couple of years… For sure, yes for sure! We’ve made significant improvements in both. It’s been, I would say, a two-fold initiative – one was by Doug Betts, who is our Senior Vice President for quality. The approach he took on three months in service that really focused attention on issues that were infancy kind of issues. He thinks that our customer dissatisfaction was showing on this and he really made significant strives on that – across powertrain, assembly and everything. The second one is labor. We adopted world class manufacturing, the philosophy by which we run all of our plants. WCM puts the focus on quality in our plants in a very structured problem solving approach.
complicated – ANGER making that machine – it would have been our choice – for the reasons you described. The discovery of a new process and the loss of that discovery was not worth the offset to what you and Larry discussed.
The second aspect is, they are truly less expensive than replacing them with multiple CNCs. So it’s a balance of
investment. Because you don’t have to transfer from machine to machine – you have robots and other things – so you are training flexibility or no flexibility as much as for the protection against a given piece being down – so certainly the last one once down is fire, but you pay investment for that, too.
Sure! So you have many easy to handle but old fashioned MCs or you choose very modern, high speed technology, which might be much more complex! My question is: What is your opinion? It depends on several factors. Part of the reason that we did in fact go with ANGER was that we had some experience with ANGER. We did the Daimler transmission, in Kokomo before. So I knew ANGER already. The eight and nine speed transmissions are already being made at ZF in Saarbrücken, so when we decided to do this transmission, we decided to choose the same process as they have. It did not happen in every case, but for us, the valve bodies being very
“Profile Airflow”, Claes Oldenburg (1969). Skulptures, studies, hard and soft constructions – in a variety of forms. This one is a relief shown at the Museum of Modern Art, New York.
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Before: Project Manager Thomas Ernstreiter in the abandoned factory halls in Kokomo, Indiana, 2011. FIAT has just decided to put the factory into operation again to manufacture the most advanced transmissions in the US.
So – and that’s why it’s such a wildfire design – all the flexibility is inside an ANGER machine that you would get from multiple CNC-machines, so you don’t have to reclamp it, regrab it by a robot, reclamp it in a machine, so the quality is repeatable, it’s better and less money is doing it. So – you have to weigh both. It
takes – I would say - a more sophisticated training plan for the people who operate the equipment, because of the number of tools that are inside a machine. And setting up those tools is certainly the most important thing to do once the machine is there. We need the skills to understand the principle and the fact, it is more sophisticated. So you have to prove your machines are very reliable... That’s the key thing! Very much so... Quite recently there was the Hanover Fair and in a very good report about it on TV, for the first time in my life I heard about Industrial Revolution 4.0. Do you know what that means? There was a scientist who explained it in a very pictorial way – he said: The part comes in to tell the tool what to do, how it wants to be treated, and it gets the treatment and the two ask the quality measurement systems what they have to look for, what are the critical parts, and the three of them decide if it is okay or not. The human being is just the conductor. At the end of the report they presented some insights from Volkswagen stating VW had already started to use it. Are there any trends in the US or at Chrysler? It is like an NCR code carried by the parts all through the process. Which we are doing now. You do it already? As a starting point...? We do on the eight speed and nine speed, we do it on the engine block as well. It carries the data on that block or casting – so when it goes to a machine it knows what it is supposed to do – as you say – and that measurement system is there in some cases as you described, but certainly it is very similar. We installed a laser, we have that laser for whatever reason that we would need it. Whether it’s performance, through the line, for the individual block and in the engine, in a vehicle, that’s all traceable now. You said before you are more in manufacturing and production and not so much in development. Talking about the future, which way do you think transmissions will develop when it comes to hybrid and electric cars? Are gears necessary for electric engines as well? Is there any vision or a conception about the future of powertrain? I would refer to our CEO. You could read plenty of things he said most recently on electric cars...
I haven’t read it, I’m sorry... He was a keynote at the SAE conference which was here in Detroit last week. He was very vocal about this, about electric vehicles – so I think you could quote him extensively. I think one of the advantages we have is his breadth of understanding of the world – literally – between running Fiat and Chrysler for all reasons of the world he has a pretty good feel of what is going on. He has a vision – definitely. Is there a vision of Mister Brian Harlow when it comes to the challenges of the future concerning transmissions? I honestly think that it depends on where in the world you do business – part of my responsibility is the global processing for other regions so it depends on where you are – in South America manual transmission is much more in play... It’s like in Germany – the Germans love to shift.
part of what Larry was talking about has to do with how we have to service the equipment, our ability to do that on a regular basis, to be able to master the outputs of the machine, the oil pressures, the lubrication, air pressure, motor speeds all those things that you would also tell your doctor when you go for a physical. Our goal is of course to raise the amount of time it does run – if the spindle has issues, then we are able to understand about boration and that we can predictably know that there is something happening before there is a downtime – predictably do that at a time when it doesn’t impact production – all those things. They are very responsive too. Most suppliers want to have the machine standard, right?! The way they want to make it! Unless the user wants to use it. This is what we did. We’ve been helping them to understand how important it is to us in order to run the machines effectively. Are you already using what in German is called low quantity lubrication? Just oil mist instead of masses of
In South America because it costs less – it’s less, less expensive, and pricing is a big thing in Latin America. If you are in China – and this is my observation – China and the US are very similar in their desires. So, when I go to China, I feel like I am in the US. Unless I go out in the country. But for any progress they make, it is very US – or NAFTA, I would say. Versus – when I go to Brasil or anywhere down in South America, it’s much more European in its thinking. So when we look at the markets and positions, equipment, processes and products, that certainly is a big play. So that’s why I said it depends on the region where you are. You go to China and everybody is into technology, they got the money, they got the pride, they wanna be number one. Let’s get back to technology and ANGER... What is your relationship. It has been excellent. Certainly they have a good approach, very professional, always proving that they respond well to us for WCM –
Brian D. Harlow and Sergio Marchionne. These snapshots are proof: They get along with each other well.
After: Same location, same spot in May 2013 with ANGER machines lined up. Lights on top of the machines signal “Green”. Meaning: “We are fully operational already – no problems!”
cooling and cleaning liquid? MQL – Minimum Quantity Lubrication - yeah, we have it. But not to the extent that we are doing it on large production systems where we take a lot of material off. Say it’s in its infancy – industry-wide – but that can be a big advantage. But in the end, right now, its performance has been a challenge to the industry. Machining by nature creates debris – you are cutting off metal, and the shattering of that metal in a way that it doesn’t accumulate, become a contamination. You have to cool of course, you want to try to get the dry, that’s probably the next frontier. When I was very young I lived in London. In 1970 I visited an exhibition at the Tate Gallery and I discovered the art of Claes Oldenburg. It is Pop Art, huge sculptures of everyday objects, like typewriters, ashtrays or hamburgers. He also did various objects and studies around the Chrysler Airflow, of the engine and of the shape of the
car. A car which was very modern at its day, very sophisticated – but not so very much accepted by the costumers in those days, a little bit ahead of time. That was my first major confrontation with Chrysler. I really like the Airflow.
I’m sure you will. And as soon as you get an eight speed transmission in the Grand Cherokee 5.7 Hemi I might be a client.
The interesting thing – nine speeds – being ahead of time is very normal for Chrysler over the years. It’s very normal for us to be the innovator.
I thought you had a five speed transmission in this car…
And this is like a curve or a bow from the art of Claes Oldenburg to today’s Chrysler.
With eight speeds?
And to be honest – right now our management structure allows us to be faster, more innovative and quicker decision makers – so that comes together in a good way. I think we are doing well.
Fiat Group Chairman and Chief Executive Officer Sergio Marchionne addressed more than 1,000 automotive leaders at the 2013 SAE World Congress Annual Banquet April 18, 2013, at the COBO Center in Detroit. Mr. Marchionne spoke about the need to evolve the industry’s business models as well as defining a path that would produce the innovation needed to grow the auto industry in a sustainable way. He also emphasized the importance of alternative energy to the auto industry. “Our vision for a robust auto industry also requires us to proactively become part of the solution to one of the biggest problems of our era, which is finding a way to reduce our dependence on oil.” He highlighted the following methods Fiat and Chrysler Group are pursuing to achieve sustainable mobility: “The Fiat 500e, featuring a battery-electric powertrain, will soon go on sale in the Californian market. The Environmental Protection Agency has given the 500e a fueleconomy equivalent rating, or MPGe, of 108 miles per gallon, which is unsurpassed by any other Eletric Vehicle on the U.S. market. The EPA also estimated that a fully charged Fiat 500e will travel a bestin-class 87 miles. Fiat is today recognized as the most eco-performing automaker in Europe. In North America, Chrysler has broken new ground in the reduction of greenhouse gas emissions by offering the first factory-built Compressed Natural Gas-powered pickup truck in North America, the Ram 2500 Heavy Duty CNG.
Okay, then you are a client.
No, we have eight. It is now available...
That’s what we are making!
Chrysler also has introduced eight-speed transmissions, and soon nine-speed transmissions debuting in the all-new Jeep Cherokee, substantially improving both the driving experience and the fuel economy of our vehicles.” Marchionne concluded:
“We are currently faced with some of the greatest challenges,some of the most complex issues we have ever had to address.” “But, with those challenges comes a chance to show what we are made of, that we as an industry and as a society are able to direct our energies toward creating something of value. Today we have the privilege and collective responsibility to fashion a world that we are proud to leave for the next generation.”
THECUTTINGEDGE 18
How did you come in contact with ANGER MACHINIG, Jesus? I am coming from the purchasing world, working for BRP, Bombardier Recreational Products. BRP is a company which produces high performance engines like outboard engines, jet-skis – this type of products. We are producing high end engines – when you think of the performance this small engines have, it’s quite incredible. We are facing a challenge right now in Mexico when it comes to very tight tolerances combined with a model-mix and a complex structure of production. I think this is a worthy challenge for Mexico that needs a good solution. I think ANGER can offer that solution. It’s not only for the recreational or sports industry, but also for the automotive industry. Which is pretty strong in Mexico... It’s very strong. Just to give you an idea we had double-digit growth more or less constantly over the last ten years. It’s been very stable. We are talking about 18 of the leading light and heavy vehicle manufacturers in the world who are in Mexico.
Yeah – of course, all the big breeders like GM, Ford, Chrysler Toyota are there... and Volkswagen... Volkswagen, of course. The Beetle was a sight dominating Mexican streets for several years. And also Japanese companies that are coming into Mexico. It’s not a coincidence that we are now one of the key manufacturers for the US, we are also manufacturing parts for other leading markets like Europe, like Germany and Japan. So I think this is key. You have companies like Nemak, for example... Exactly! Nemak is proudly a Mexico-owned company and it is a world class company and they are producing a large amount of components. Nemak mainly focuses on cylinder heads. They are the largest heads manufacturer in the world. They also run facilities all over the world, in China, Japan, Germany, Austria, the US, Brasil. But headquarters are in Monterrey. Nemak is an example to show the world, we are not only capable of assembling something, we are also capable of taking it to the next level – the design of critical components. That is something that Mexico is trying to increase – it’s not just about saying this car part, this car was built in Mexico, made in Mexico! The next challenge that needs the type of technology that ANGER can bring is this: Created, designed and produced in Mexico. That’s the new mindset. And in order to have that new mindset you need new
technologies, you need leaders, you need people that can change the mindset, that can break through the parameters, to really look at new ways of effective, faster manufacturing type of equipment like ANGER...
Your main target will be to raise awareness for ANGER MACHINING in Mexico?
Yes, that’s right! And when you are looking from where I am located, I can easily reach customers in the lower parts of the US.
I think ANGER is a very well positioned company in the European or US markets. In Mexico, Europe is a symbol for world class technology. Now we need to bring that awareness to the Mexican market, as well as proof to the Mexican market that there are benefits of working with ANGER – how our machines can take them to the next level - the next step. Especially in markets competing directly with Asia – with China or India – you need that technology. You need that extra step. If you combine those benefits in technology, high quality, along with, let me say, low costs, compared to other countries – and a strategic location – geographically speaking, right in the middle of the Americas - because we are strategically located close to one of the largest markets. The right customer base is there for ANGER.
Where are you located?
What are your goals for the next three to four years?
Ciudad Juárez, just across the border from El Paso. Juárez has a large tradition as a manufacturing location, actually this is one of the pioneer cities where companies started many years ago with production outside the US. A good example is Delphi...
The goals are concentrated in Mexico. I think by focusing on Mexico and spreading the word and establishing those partnerships in Mexico – we will then have other countries like Brazil, like Argentina...
What is your responsibility? My responsibility is the business development for Mexico – so the focus right now is mainly on the Mexican market – but also on giving support to customers in the lower half of the United States because of my location... It is one economic zone – Canada, the US and Mexico – NAFTA...
It used to be General Motors... A GM spin off – Delphi is one of the world leaders in automotive components. We don’t just have assembly plants, manufacturing plants – one of the largest design-centers for their components is located in Juárez. There are many other examples like Nissan, Bosch or Siemens - with them design is coming to Mexico. Now they take that to the next level. And by this it is opening a different market. The concentration is on the automotive market, but now you also see a lot of aerospace or medical, this requires a lot of highly skilled people, committed people, and I think with the people we have we can contribute to this manufacturing mindset.
Brazil will become very important... Sure. And we will be able to say: Look at us. Look at Mexico! How is the relationship between Brazil and Mexico – people-wise? We have a good relationship. We have a lot of respect for each other. Outside the automotive industry there are many cooperations going on with Petrobras and Pemex. I think it is a good relationship. Actually Brazil is dependent on Mexico, I mean 40% of the supply chain – for the components they use for their car manufacturing – is coming from Mexico. Mexico is a very important supplier for their assembling. So you always will keep an eye on Brazil? Absolutely!
You know I’ve been to Kokomo before and there were some discussions about the latest ANGER Machines and about the qualification of the people operating those sophisticated machines. Two years ago, I also had a conversation with a German scientist, who is of the opinion, the US neglected technical education for a long time, which is part of the reason for the decline of many industries in the US – like the machining industry. Would you say – being very honest - that Mexico might have a better qualified labor force, is it more developed than the US - in terms of skills and qualifications? Well.... I think labor wise there are very skilled people here. A good example are those partnerships a lot of companies have developed with local universities – especially with Tecnológico de Monterrey – this is a worldwide recognized university – and when you think of engineering and cleverness, I think this is where Mexican manufacturing has an advantage over the US. I think there is more flexibility as far as thinking outside the box, and I think that also gives us the advantage versus other competitive countries. I know it’s kind of a tough question, but I think – yes, there is some extra competitiveness in Mexico.
The students in the US in larger numbers go for a business degree... Exactly! That also is giving us an advantage. And there is a lot of support from the local governments and a lot of push to bring the next generation to a highly technical focus for their studies...
You know that there are a couple of economical problems in Europe – like in Spain for example. There are a lot of young people leaving Spain to make their fortune somewhere else –in Northern Europe, mainly in Germany. Many of them are people who have an engineering degree. It is quite easy for them to move somewhere else for a couple of years. They leave their nonexistent jobs in Spain to get a highly paid job in Germany. Others – like those with a business degree – don’t have this opportunity – simply due to language problems. You don’t need it that much in engineering, you have to be able to communicate, but you don’t have to be that precise. That is true. But we don’t have that problem in Mexico. There are plenty of good jobs. Just to give you another example of how much focus there is. Talking about nonautomotive areas like the aerospace market, where in the State of Querétaro for example, both a state and a city, where the state government has established a partnership with companies like Bombardier and now there is a Technical University right next to the airport focusing completely on aerospace engineering. You can imagine, once this guys come out of university there will be commodity – it will be easy for them to be placed in many different fields of technology. High Tech industries, aerospace industry, automotive industry... I think “Mexican cluster” would have been a much better headline for this issue...
New Markets
I believe that! There is more experience in producing cars and components on a high level, on a high technology level, mainly because of the high standards required by Japanese and German manufacturers. The US have lost a lot of their knowledge and their skills in the past twenty years. Now they have a gap to deal with. I believe this gap is not existing in Mexico due to the continuous development in the last twenty years.
Yeah, I mean you are right! We are whistle-blowing here – I mean – you can see that are a large number of people coming out of universities. The tendency to have a technical degree in Mexico is much more significant versus to have a business degree or any other type of education.
The Mexican Connection. Not by chance the headline reminds of probably the most poplar drug thriller in the history of film – The French Connection – the screen adaption of a novel by Robin Moore. Jesus Mojica is from Mexico and he works for ANGER MACHINING. His home is Ciudad Juárez, an industrial city with 1.3 Million people right at the border to Texas. El Paso is just next door. In Fort Lauderdale, Florida, Jesus Mojica informed “2014”, that Mexico is much more than a connection. “Mexico actually is the center of the American automobile industry,” is what he said, “with influence to both North and South America.”
THECUTTINGEDGE
“Progress is a series of small steps. When you walk step by step through a meadow, you progress. But when you reach the edge of a stream, you have to decide: you turn around, or you take a leap.” If you take the leap successfully, then that is innovation.
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INNOVATION IS NOT A SALAMI...
...from which you can cut off thin slices. Innovation requires people who are brave enough to take a leap. R&D at ANGER
ANGER MACHINING changed the manufacturing processes in the international automobile industry with a new piece of technology. ANGER machines are found in the halls of Germany‘s premium industry, in Sweden, North America and in Asia. These high performance systems are mechatronic top of the line products for mass production and have established the concept of the transfer center, a combination of large quantities with high precision and great flexibility. Rather than moving the tool, the workpiece is moved. That is the innovation.
THE FLAGPOLE IS STRETCHING UP INTO THE SKY. Consequently, there‘s no end to how far we can go. Precision in the micrometer range, an output of hundreds of thousands of parts a year: this is only possible using further improved technologies. The technical specifications of the automotive industry constantly require new developments and demand new innovations. ANGER MACHINING is currently working on the integrated digital process chain - from 3D simulation of the processing steps all the way to the automatically generated NC code.
• Virtual Machine / Process
•
• Processing channel simulation with NXCAM • Robot simulations and automation • Project data management at the Siemens Team Center Hydrostatic micropositioning Patentend solution • Micropositioning of processing spindles (successfully in use) • Mircropositioning of clamping devices for multi-clamping
• Automated spindle measurement • Multi-spindle heads - Quick change interface
Micropositioning of spindles and clamping devices are yet further innovations, thus extending the boundaries of what is possible in terms of processing precision in mass production even more. Last but not least, let us remark in closing that these challenges require not only more clever thinkers within the company, but also competent, external partners to work on these major solutions.
Roland Haas Technical Director, Authorized Officer
You can read elsewhere in this issue that ANGER MACHINING has now already been distinguished with multiple awards. When it comes to further development, to innovation, you don‘t have to look for the challenge.
Inventing is not just research and development in well endowed departments, but rather the open eye with which one goes through the world. “An interesting aspect is the filings which are produced in the process: ultimately they‘re also a valuable raw material. In conventional processes, they are disposed of together with the coolants and lubricants as hazardous waste, which means they‘re wasted,” explains Roland Haas. “Not everyone does it that way, however. Magna for example cleans the filings after the process with cooling lubricants and recycles the metal.” Roland Haas of ANGER MACHINING looked at his work gloves which were lying on the hood of a tractor. Historical tractors are his hobby. The active single cylinder under the hood of his historic Steyr tractor makes the hood vibrate making his gloves start to move about until they finally fall to the ground. “You can do that with the filings, too,” he says. And we do.
100 spindles require 200 conduits in 2 channel technology and that is no longer justifiable from a cost-effectiveness point of view. We considered this to be one of the greatest challenges: further developing single channel technology such that MMS could be sent to the tool end with one conduit. We have now succeeded in this endeavor with a high-quality aerosol product, precise design of the conduit size and a precise mixture ratio.”
Other doubters mention the heat development in the process.
Innovation
You can read elsewhere in this issue that ANGER MACHINING has now already been distinguished with multiple awards. When it comes to further development, to innovation, you don‘t have to look for the challenge. It‘s always there. And when it comes to cooling and lubrication and cleaning during the process, then the major camps start to form right away in the global auto industry and among experts in production technology, almost like in the Arab Spring. Some rely completely on cooling lubricants, others swear by MQL - minimum quantity lubrication. And here we also have 1 and 2 channel technology. One thing is clear: The use of cooling lubricants results in large quantities of liquids, coolant and lubricants, which also wash away the shavings and then have to be disposed of as hazardous waste.
From aged Styrian to vibrating tray.
CHECK, PLEASE! Environment, raw materials and costs point to a single direction: MQL. Another step is ANGER‘s 1 channel technology.
With MQL, the quantities generated are much smaller, but the technology is more costly. At the end of the day, what matters is the cost. Keeping costs as low as possible – that‘s what developers at ANGER are working on. “The lubricant is sprayed on with compressed air,” explains Werner Bramhas of ANGER MACHINING, “the aerosol is sent to the tool end using conduits. These conduits consisting of tubes and pipes are very long. In the past, there were a lot of problems since the mixture would degrade on the way to the tool end. Drops would always form in the aerosol. For this reason, the 2 channel technology was developed in which air and lubricant are separated and not mixed until just before use at the spindle. In a normal processing center with two or three spindles, this isn‘t a problem, but there are up to 100 spindles in our machines. Werner Bramhas, Director Project Engineering, Product Management & Purchasing “This now allows us to work as precisely with MQL as we used to with KSS, since the problem of heat dissipation has been solved.”
“You can‘t cool with a few drops of oil!” they claim. Wherever you find heat, the material stretches. But there is a solution for this problem as well. It‘s in the air, or in the aerosol. The heat generated is used to evaporate the aerosol since evaporation dissipates heat. In addition, new technology makes it possible to arrange the tool surface such that the heat generated flows into the filings, which then fall off. “This now allows us to work as precisely with MQL as we used to with cooling lubricants,” says Werner Bramhas, “since the problem of heat dissipation is solved.” One machine produces an estimated 600,000 parts a year. A valve controller for example weighs around 2.5 kg. Around 10% accumulates as filings during processing. That amounts to 250 g of metal per piece, aluminum or magnesium, or 150,000 kg per year, or 150 tons of raw material. If this raw material is not sponged off or gets stuck as a result of incorrectly dosed aerosol, this yields - again as a rough estimate - enough material for 60,000 valve controllers. This is why ANGER MACHINING has developed a solution here too: The filings fall onto a vibrating tray, are shaken off, fall down onto the scraping belt and poof, they‘re gone. “I was once a filing!”, the workpiece can later say. Or the engine block too. “Our goal is,” explains Werner Bramhas, “to construct all future MQL machines as 1 channel versions. In mechatronics this is simply the most efficient approach.”
Requirements for tool machines in MQL processing: • Adaptation of all process characteristics to MQL processing. • System components must be designed according to the minimal quantity lubrication method. • Preventing heat output (loss of quality, tolerances on the component) by preventing “filing nests” in the processing room with suitable structural measures (optimized filing drop, slanted side walls, no horizontal surfaces, internally cooled spindles and multi-spindle heads, jig cooling - temperature compensation) -> filing removal must be performed quickly and reliably (process heat should be transported away from the machining room via the filings). Heat is dissipated to the tooling machine in case of danger of “filing nest formation.” • Aspiration for aerosol residues and metal dust which is not bundled and washed if cooling lubricants are not used. • Minimum quantity lubrication must flow optimally from the MQL equipment to the machine and to the tool cutting edge. • Coordination between processing and MQL system (1 channel, 2 channel) (application type - internal/external)
THECUTTINGEDGE
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“The automobile is a temporary occurence. I believe in the horse.” German Emperor Wilhelm II. around 1910
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Bankers with professional coaching, three of the most important groundwork layers for ANGER‘s success of the last 8 years. Judith Lindtner-Fontano (Oberbank), Dr. Silvia Dirnberger-Puchner (alphateam Systemische Beratung) and Robert Preinfalk (Raiffeissen Landesbank Upper Austria) (6). Cabaret artist and moderator Werner Brix (7). Dr. Bernhard Klinger (KMPG International) (8). Prof. Joachim Metternich (PTW, TU Darmstadt, Dr. Otto Lindner, General Director of Volkswagen de Mexico, ret. with his colleague Hans-Dieter Pötsch, CFO of Volkswagen AG and Dietmar Bahn (9). In a celebrating mood – Johannes Hartlieb (Magna Powertrain), Roland Haas, Michael Schraivogel and Bernhard Lusch (Fanuc Europe) (10). Group photo with Governor, Dr. Josef Pühringer, Head of the Federal State of Upper Austria with the founder, owners and VW Board of Directors member Pötsch (11). Group photo with a future: Apprentice adviser Heribert Fuchs with trainees (12). D & B and a cake shortly before it meets its demise (13). Klaus Dirnberger, J.P. McBride, Manufacturing Engineering Chrysler, from Auburn Hills and his neighbor Hadi Taam from Ann Arbor, Managing Director of ANGER MACHINING North America (14).
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Impressum | Imprint “2014” ist ein periodisches Druckwerk und erscheint alle zwei Jahre anlässlich der Exposition Mondiale de la Machine Outil (EMO). “2012” erschien erstmals im September 2011. “2014” erscheint am 16. September 2013 in Hannover. Erscheinungsort ist Traun/Österreich. Als Verlag und Medieninhaber fungiert die ANGER MACHINING GmbH, 4050 Traun/Österreich, Zaunermühlgasse 3-5. Gedruckt bei Niederösterreiches Pressehaus in St. Pölten | Fotos: Manfred Weis, Bernhard Angerer, ANGER MACHINING, Getty Images, Shutterstock, Fotolia, Dreamstime | Redaktion: schierholzsaxer SSX, Pfarrplatz 4, 1190 Wien/Österreich. Gestaltung: schierholzsaxer SSX. Texte und Interviews (soweit nicht anders angegeben): Patrick Schierholz. Art-Direction: Hanns-Georg Saxer. Englische Übersetzung: Creative Translations; Lektorat: Martina Bauer (deutsch), Corinne Staniforth (englisch). 2014 ist eine kostenlose, alle zwei Jahre erscheinende Information der ANGER MACHINING GmbH in Traun. Ziel ist ein informativer und unterhaltsamer Überblick zur aktuellen Lage des Maschinenbaus mit Schwerpunkt “Maschinen für die Automobilindustrie” und zur Rolle, die ANGER MACHINING in diesem Umfeld einnimmt.“2014” enthält keine entgeltlichen Einschaltungen oder Werbung.
* You‘ll find them in every newspaper. Here are ours.
The “splitters” in this edition are characterized by events and first and foremost the large celebration on the occasion of the company‘s 30 years of existence. It starts at the top left: Illustrious personalities at the awards. Siegfried Menz from the Vienna Industrial Association, the Austrian Minister of Economics Reinhold Mitterlehner, Klaus Dirnberger and Dietmar Bahn, Christoph Leitl, President of the Chamber of Commerce at the Export Awards Ceremony (1). The father of the multi-spindle head technology: Harald Hellmerich, founder of the Carinthian company of the same name that has been together with ANGER a part of the MBI Group of Companies since 2010. (2). The two company owners along with the happy occasion in the background (3). It was the 85th Oscar award ceremony and the fourth innovation award for ANGER. On February 24th, the Austrian Wega Film won the Oscar for “Amour.” The producers Veit Heiduschka and Michael Katz hurried to the next ceremony: The US-A-Biz Award held at Dr. Karin Proidl‘s residence, Honorary Consul of Austria in Los Angeles (on the right next to Dietmar Bahn). On the winner photos as well, Dr. Rudolf Thaler, the Austrian economic delegate in Los Angeles (4). Anton Anger speaking to Klaus Dirnberger, Ernst Zemsauer (Consultant) and Herbert Haslinger (EVVA) (5).
Splitters*
Anton Anger, founder of the company, passed away at the end of May 2013. He was 83. The 30-year anniversary in November 2012 was one of the founder‘s last official appearances. He was responsible for many inventions, thus laying the groundwork for the successful company of today. At the time of the anniversary, the remodelled, modernized and significantly expanded production site in Traun was presented. A new engineering center was built, new production halls, new operating installations.
THECUTTINGEDGE 24
In addition to professional opportunities, ANGER MACHINING offers young, dedicated employees possibilities that one could call “Interrail 2.0” Two of them talk about how they see the world. In the truest sense of the word.
WORK COMES BEFORE
With eight sites on three continents, ANGER MACHINING is represented wherever high end quality components are produced, i.e. around the world.
FUN
“I think my parents don‘t really know exactly what it is that I do!” says Andreas Roithmayr. We‘re sitting in the early morning sun at the edge of a burbling fountain on a small square. It‘s located at the corner of State Street and East Illinois Street. The city all around it is called Chicago. Andi Roithmayr is 27 years old, a mechatronics specialist and technical project leader at ANGER MACHINING. He comes from the little village of Hartkirchen near Wels. For the last three weeks he‘s been here at Lake Michigan. “Chicago has a great feel. Whenever I have time, I walk around the city. Always along the Chicago River. The Viva Las Vegas! Alexander Wipplinger Museum of Science in front of one of the most photgraphed and Industry is one road signs (below) and a few laps on of the world‘s largest the Las Vegas Motor Speedway in a NASCAR race car - along for the ride. technical museums. The building alone is a sight! And when the sun sets, we‘re off to one of the city‘s many blues bars. The Chicago blues scene is one of the world‘s best. The bars are often shabby taverns, but the blues bands that perform in them could pack a stadium back home!” Alexander Wipplinger is from Linz. I stood with him in the rain in front of the “Half Moon,” pub and brewery in Kokomo, Indiana. We huddle against the building wall. It‘s raining cats and dogs. “This is already my third time here always for a couple weeks.” Kokomo is not a leading tourist destination in the US. But you can travel on once you‘re there.
The interurban bus takes around an hour to Indianapolis. “I pick up a cheap flight from Indy to San Francisco. You often find a cheap place to stay in a hostel. And then I hang out in San Francisco for a week. I‘ve also been to Las Vegas already. That‘s really a wild place!” Alexander Wipplinger is 27 and a mechanical engineer. ANGER machines are being delivered to Chrysler‘s halls in Kokomo. The last fine-tuning is being done. The first machines are already running and produce components for nine gear transmissions around the clock. ANGER‘s service team from Ohio is on site as is Alexander from Linz. “Where to this time?” “To Chicago! I‘m going to catch an ice hockey game! I‘ll be here again at the end of the year, probably even until Christmas. Then the plan is Christmas in New York!”
“Chicago is of course a highlight!” Andi Roithmayr says happily. “Afterwards I was at Mercedes in Stuttgart and Skövde at Volvo. It was deep winter in Sweden!”
Katharina Romeder is in charge of human resource development at ANGER MACHINING. “We urgently need SPS and CNC programmers,” she says. “Since our company is growing really fast though, we‘re always looking for dedicated young people in all areas of machining. We train apprentices and we‘re looking for people who have already been trained and of course technical college and university graduates. The whole gamut!” “All of our students have a job. They‘ve got a job in machining and aren‘t driving taxis!” noted Prof. Abele from the Technical University of Darmstadt stated in the last edition “2012”, not without a certain modicum of pride. This is true in Austria as well. Tourism isn‘t the country‘s biggest export, a lot of people think it is, but it‘s actually machining. An industry of the future, and one that offers young people secure and also well-paid jobs. Andreas Roithmayr already has his next destination in sight. “Japan! I think our chances are good. Things are about to start up in the Land of the Rising Sun. First I‘m going to check out Tokyo. And then I‘d like to see the Japanese countryside. And then maybe I‘ll make it from Japan to South Korea. I‘ve always been fascinated by the country!” Our grandparents discovered Europe with Interrail. Now the grandchildren are on the move, with Interrail 2.0 provided by ANGER MACHINING.