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A five-stage framework on “How the Mighty Fall”

…“Even so, a staged framework of how the mighty fall did emerge from the data. It’s not the definitive framework of corporate decline –companies clearly can fall without following this framework exactly (from factors like fraud, catastrophic bad luck, scandal, and so forth)—but it is an accurate description of the cases we studied for this effort…”

…”The model consists of five stages that proceed in sequence. Let me summarize the five stages here and then provide a more detailed description of each stage in the following pages.”

…“Stage 1: Hubris born of success. Great enterprises can become insulated by success; accumulated momentum can carry an enterprise forward, for a while, even if its leaders make poor decisions or lose discipline. Stage 1 kicks in when people become arrogant, regarding success virtually as an entitlement, and they lose sight of the true underlying factors that created success in the first place. When the rhetoric of success (“We’re successful because we do these specific things”) replaces penetrating understanding and insight (“We’re successful because we understand why we do these specific things and under what conditions they would no longer work”), decline will follow…”

…“Stage 2: Undisciplined pursuit of more. Hubris from Stage 1 (“We’re so great, we can do anything”) leads right into Stage 2, the Undisciplined Pursuit of More—more scale, more growth, more acclaim, more of whatever those in power see as “success”. Companies in Stage 2 stray from the disciplined creativity that led them to greatness in the first place, making undisciplined leaps into areas where they cannot be great or growing faster than they can achieve with excellence, or both. …”

…“Stage 3: Denial of risk and peril. As companies move into Stage 3, internal warning signs begin to mount, yet external results remain strong enough to “explain away” disturbing data or to suggest that the difficulties are “temporary” or “cyclic” or “not that bad”… In Stage 3, leaders discount negative data, amplify positive data, and put a positive spin on ambiguous data. Those in power start to blame external factors for setbacks rather than accept responsibility…”

…“Stage 4: Grasping for salvation. The cumulative peril and/or risks-gone-bad of Stage 3 assert themselves, throwing the enterprise into a sharp decline visible to all. The critical question is, How does its leadership respond? By lurching for a quick salvation… Those who grasp for salvation have fallen into Stage 4. Common “saviors” include a charismatic visionary leader, a bold but untested strategy, a radical transformation, a dramatic cultural revolution … or any number of other silverbullet solutions. Initial results from taking dramatic action may appear positive, but they do not last.”

…“Stage 5: Capitulation to irrelevance or death. The longer a company remains in Stage 4, repeatedly grasping for silver bullets, the more likely it will spiral downward. In Stage 5, accumulated setbacks and expensive false starts erode financial strength and individual spirit to such an extent that leaders abandon all hope of building a great future … and in the most extreme cases, the enterprise simply dies outright”

Jim Collins (2009) HOW THE MIGHTY FALL and some companies never give in; Pp 19-23; Ed. The Random House Business Books; London; UK.

Check Jim Collins book page here. Buy the book from here.

 
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Posted by on January 20, 2011 in Management, Uncategorized

 

Yo, emprendedor

Mi objetivo con estas líneas es desmontar el mito exclusivista del emprendedor. Me resisto a las teorías de fórmulas mágicas de cómo emprender y a los argumentos que afirman que  “emprendedor se nace y no se hace”. Todos nacemos siendo emprendedores. Emprender es vivir. Todos, cuando empezamos a andar, elegimos nuestra carrera, cambiamos de trabajo, empezamos una nueva relación o decidimos hacer un máster, estamos de alguna manera emprendiendo. Si sabemos identificar y entender las razones que nos llevan a cambiar, a crecer o a crear, encontraremos los secretos que para cada uno de nosotros significa emprender. No escuches a los gurús del emprendimiento. Busca dentro de ti, encuentra la fuerza para hacerlo y lánzate; el camino de la aventura de emprender es el mejor maestro y tú eres el gurú.

Creo que son tres los elementos fundamentales de esta aventura personal de emprender. Tres elementos a los que todos tenemos acceso, y que con la necesaria dedicación uno puede dominar construyendo unos sólidos cimientos sobre los que emprender. Los tres elementos son la ambición, la creatividad y el miedo.

La ambición alberga nuestras ganas de cambiar y de crecer. Se asienta en una curiosidad intelectual que nos lleva a preguntarnos el por qué de las cosas y nos anima a cambiar lo que no nos gusta. La ambición sana es muy poderosa. Las ganas todo lo pueden. En la aventura de emprender te encontrarás seguro con muchas dificultades, y es importante tener el buen ánimo de quererlas superar. No se trata de saber si habrá o no problemas; los habrá seguro y es importante recordar qué te animó a hacer lo que quieres hacer, y, desde la fuerza de la motivación, enfrentarse a los infortunios.

Lo más importante que nos da la ambición es determinación y dirección. No hay buen viento para el que no sabe dónde va. Si sabes lo que quieres es fácil poner todas las fuerzas en ese objetivo. La ambición nos orienta y nos centra…

El segundo elemento fundamental de la aventura de emprender es la creatividad. La creatividad es una consecuencia derivada de la ambición: cuando quieres cambiar algo que no te gusta, cuando quieres conseguir algo que deseas, es necesario crear. Crear implica acción, y la acción es siempre buena… No es necesario ser el primero, pero sí lo es hacerlo de forma distinta y ser más eficiente, crear valor…

El tercer componente de la aventura de emprender es el miedo, la superación de los miedos para ser más exacto. El miedo es algo intrínseco al ser humano como especie biológica. El miedo nos protege y nos hace prudentes. De otra forma hubiésemos desaparecido devorados por leones o estrellados en precipicios. Sentir miedo nos alerta y nos pone en situación de defensa. Todo esto nos ha protegido durante decenas de miles de años y es una parte muy íntima de quienes somos.

El problema es que en los tiempos que vivimos, los acechos del entorno ya no necesitan del miedo que nos ha protegido en nuestra evolución: no hay leones que nos puedan atacar por la noche, ni fuegos de los que tengamos que salir corriendo. Nuestras vidas son más seguras, pero el miedo sigue presente en nuestro ADN como lo hacía hace 10.000 años. Es importante entender que este útil compañero de viaje es muchas veces un estorbo más que una ayuda en las dinámicas de la sociedad desarrollada del siglo XXI. Este miedo que nos protege y nos hace prudentes, también nos agarrota y nos inmoviliza; nos hace complacientes y cómodos; nos convence de no aventurarnos a emprender.

Es importante ser consciente de estos miedos; reconocerlos, identificarlos y separarlos  del proceso normal de razonamiento a la hora de tomar decisiones. Los miedos se disfrazan de convincentes razones que generalmente nos retienen en el inmovilismo.

En mi experiencia, la mejor forma de enfrentarse a la superación de los miedos es primero reconocer el miedo y segundo entender de qué está hacho: si es miedo al fracaso, miedo a la inseguridad económica, miedo a dejar el trabajo actual o miedo a liderar y tomar decisiones. El miedo es la parte más complicada de emprender porque es la que se disfraza, la que se esconde y encuentra mil razones para no cambiar.

La aventura de emprender es apasionante y todos deberíamos explorarla de alguna manera. Al margen de los suculentos beneficios económicos que se pueden derivar existe una tremenda recompensa de satisfacción y crecimiento personal. Se aprovecha mucho más la vida cuando los sueños se intentan, los miedos se vencen y se prueba la suerte.

Hernández, Bernardo. Desmontando el mito exclusivista del emprendedor in Consejos de inversores a iniciadores. Ed. Bubok Publishing S.L.  Spain 2010

 
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Posted by on May 16, 2010 in Uncategorized

 

Yes, #HootSuite is working now. I will t

Yes, #HootSuite is working now. I will try not to manage my social media from here until the lads from #GoogleWave make some integration

 
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Posted by on April 16, 2010 in Uncategorized

 

The machine that changed the world…… 20 years ago!!

“ So far we’ve talked about innovations that involve the introduction in production vehicles of ideas already fairly well understood on the technical level. We’ve listed a number of advances of this type in the 1980s, and many more will be available in the 1990s -in particular, the application of electronics to mechanical vehicle systems such as vehicle suspension and the availability of mobile communications at lower cost in a much wider variety of vehicles. But what about epochal innovations– really big leaps in technological know-how such as would be entailed in workable fuel-cell power units or all-plastic body structures or sophisticated navigation and congestion-avoidance systems? As we will see, the 1990s may prove a time for such innovations. Can lean producers respond to these much more daunting challenges?

In fact, the world auto industry has lived during its first century in a benign environment -demand for its products has increased continually, even in the most developed countries; space has been available in most areas to expand road networks greatly; and the earth’s atmosphere has been able to tolerate ever-growing use of motor vehicles, with minor technical fixes in the 1970s and 1980s designed to solve smog problems in congested urban areas. Shortly, the environment for operating motor vehicles may become much more demanding.

Demand for cars is now close so saturation in North America, Japan, and the western half of Europe. A small amount of incremental growth will be possible in the 1990s, but by the end of the century producers in these markets will need to provide consumers with something new if they want to increase theirs sales volume (measured in dollars or marks or yen rather than units). Moreover, the growth of vehicle use and increasing resistance to road building have made the road systems of these regions steadily more congested, gradually stripping motor-vehicle use of its pleasure…” Pp135-137

Lexus Hybrid Drive Car

The Luxury Hybrid machine from Toyota

“ …Our goal is to specify the ideal enterprise in much the way buyers of such a craft-built cars as the Aston Martin used to specify the car of their dreams. Unfortunately, no such dream machine currently exists, so we will create it: Multiregional Motors (MRM).

The management challenge, we believe, is simple in concept: to devise a form of enterprise that functions smoothly on a multiregional basis and gains the advantage of close contact with local markets and the presence as an insider in each of the major regios. At the same time, it must benefit from access to systems for global production, supply, product development, technology acquisition, finance, and distribution…

…The key features of what we call Multiregional Motors are as follows:

An integrated, global personnel system that promotes personnel from any country in the company as if nationality did not exist. Achieving this goal obviously will require great attention to learning languages and socialization and a willingness on the part of younger personnel to work for much of their career outside their home country. However, we already see evidence that younger managers find career paths of this type attractive….

A set of mechanisms for continuous, horizontal information flow among manufacturing, supply systems, product development, technology acquisition, and distribution. The best way to put these mechanisms in place is to develop strong shusa-led teams for product development, which brings these skills together with a clear objective…

Teams would stay together for the life of the product, and team members would then be rotated to other product-development teams, quite possibly in other regions and even in different specialties (for example, product planning, supplier coordination, marketing). In this way the key mechanism of information flow would be employees themselves as they travel among technical specialties and across the regions of the company. Everyone would stay fresh and a broad network of horizontal information channels would develop across the company…

A mechanism for coordinating the development of new products in each region and facilitating their sale as niche products in other regions -without producing lowest-common denominator products. The logical way to accomplish this goal is to authorize each region to develop a full set of products for its regional market. Other regions may order these products for cross shipment as niche products wherever demand warrants…” Pp 223 – 227

Womack P. James,  T. Jones Daniel &  Roos Daniel (1990) The machine that changed the world. How Lean Production revolutionized the Global Car Wars. Ed. Simon & Schuster UK, Ltd. UK.

 

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My favourites from the IAA

Lexus Hybrid Drive; The best hybrid power train

Lexus Hybrid Drive; The best hybrid power train

Lexus LF-Ch: Alternativer Anspruch

Lexus LF-Ch: Alternativer Anspruch

 
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Posted by on September 22, 2009 in Uncategorized

 

Some pictures from the IAA 2009 in Frankfurt

As the book ‘ Springtime for Germany: or How I learned to Love lederhosen’  discusses, I decided to spend my holidays in Germany. After hiring a car in Düsseldorf, we drove 1800 km around Deutschland, including Hambur, Celler, Braunsweig, Melzungen, and visiting the 2009 edition of the IAA in Frankfurt.

I have been present in the rise of electric and hybrid vehicles between nearly all the main automobile manufacturers and I would like to share the images that have shocked me more. I hope you enjoy them aswell, you have still time to visit the Messe until next weekend.

BMW Efficient Dynamics? Nice for the fair, but difficult to produce I guess

BMW's concept car

BMW bet for Mini's Electric engine

BMW bet for Mini's Electric engine

HAMANN Customization of Mercedes SLR. Good example of craft manufacturing

HAMANN Customization of Mercedes SLR

Zonda Roadster from Pagani Automobili. Can you die-press that shape from a metal sheet? Let me know

Zonda Roadster from Pagani Automobili

Very nice piece of Mechatronics

Very nice piece of Mechatronics

Melkus, what a baroque car, but no cash in my pocket for buying it in site

Melkus

Hyunday Electri System is not bigger than a suitcase. Believe me

Hyunday Electri System is not bigger than a briefcase

The concept car from Hyunday

Hyunday's concept car

Opel Ampera? I can not remember this one

Opel Ampera

 
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Posted by on September 21, 2009 in Uncategorized

 

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The juice of electric cars

In spite of the deep crisis in the automotive industry, several large carmakers are taking a gamble on a technology that has not yet proved it can win over consumers – electric cars.

hybrid-thumb.jpgNational and local governments globally, including the US, the UK, Japan and Australia, are abetting this drive into the unknown with generous subsidies and tax breaks for zero- and low-emission vehicles due to launch over the coming three years.

Carlos Ghosn, chief executive of the RenaultNissan alliance, which has the biggest plans for battery-powered cars, this month unveiled in Yokohama the all-electric Nissan Leaf.

Mr Ghosn dismissed the notion – voiced by many analysts and some competing carmakers – that the limited driving range of electric cars, their higher price and need to recharge regularly will limit them to niche markets. “We see this as a mass market car,” he said. Nissan wants to sell 200,000 Leafs globally by 2012.

In keeping with Mr Ghosn’s bullish view, Renault will next month unveil in Frankfurt a range of several all-electric cars aimed at “different kinds of uses and consumers”, according to the company.

Rival Japanese carmaker Mitsubishi last month began taking orders for the i-MiEV, a car that can drive 160km (100 miles) on a single electric charge. This is enough for most commutes, and the same range Nissan and Renault are promising for their vehicles. It will go on sale to commercial buyers from this year and consumers from next April.

Daimler this year will begin production of a second-generation electric version of its Smart Fortwo minicar. The model will be equipped with lithium-ion batteries supplied by Tesla, the private California-based electric car company in which Daimler bought just under a 10 per cent stake for €50m ($70.7m) in May.

Tesla itself began selling electric roadsters in the US last year and in June opened the first of four planned European dealerships in London.

Mr Ghosn said at the launch of the Leaf that he thought pure electric vehicles could account for 10 per cent of all new car purchases by 2020. PwC, in a recent report, estimated that the market could account for 2-5 per cent of total output of light vehicles by that year. However, many analysts are sceptical that the optimistic forecasts will pan out, given the limited driving ranges and high initial price.

“The technology isn’t there yet with the batteries to do more than 100 miles reliably and if you turn on the air conditioning or heating, it’s less than that,” says Al Bedwell, an automotive technology analyst with JD Power. “It’s a limited market.

Toyota, Nissan’s local rival and the global industry’s biggest producer, has said that electric cars are best suited for short distance urban commuting and delivery vehicles. In January the company unveiled the FT-EV, a small electric car it wants to mass-produce by about 2012.

However, Toyota spends more time speaking about its hybrids, including a plug-in car due to launch this year that can top up its battery via an electric outlet, but still have recourse to a petrol engine.

Thomas Weber, Daimler’s head of research and development, recently acknowledged that large-scale zero-emission driving at affordable prices “won’t become a reality overnight”. The company plans to produce about 1,000 of its electric Smart cars this year.

Nissan's new electronic vehicle, the Leaf
NISSAN LEAF

Mitsubishi, the first volume carmaker to launch an electric model, says that it would sell only about 1,400 to fleet customers this year – mainly corporations and local authorities – but hopes to sell 30,000 annually by 2013.

If hybrid cars are any indication, many consumers will baulk at electric cars’ high initial price.

Global sales of hybrid cars are rising, but still account for less than 1 per cent of light vehicle sales, in part because of the premium they command over comparable conventional cars – up to $5,000 in the case of the Toyota Prius.

In the US, the biggest market for hybrids, their sales have dropped further than the industry average during the downturn.

Meanwhile, PWC estimates that all-electric cars will cost $7,000-$20,000 more than comparable conventional cars.

To defray some of the cost to early adopters, Britain is one of several governments that will offer their buyers tax breaks, worth up to £5,000 ($8,225) from 2011. US buyers of plug-in cars – such as General Motors’ Chevrolet Volt, launching next year – will benefit from a tax break worth $7,500.

Toyota Prius
TOYOTA PRIUS

In Japan, Mitsubishi’s tiny i-MiEV will have a list price of more than $48,000, or about three times the price of its petrol version. However, the company points out that national and regional subsidies will defray the cost of the car there and in Europe.

Nissan and Renault plan to reduce the cost to consumers further by decoupling the cost of the battery from the car under a leasing scheme, allowing them to sell the vehicles at a price comparable to similar conventional cars. In marketing electric cars, the companies also plan to tout lower running costs.

In Israel, the two carmakers are joining forces with Better Place, a US company building a nationwide recharging network for electric cars, including battery-swap stations where motorists can exchange their depleted batteries. The project has the blessing of Israel’s government, which has enacted generous tax incentives for electric cars.

Mr Ghosn’s decision to position Nissan as a frontrunner in electric cars has landed the company much-needed government financing, too. Britain and Portugal are giving the company loans and grants of undisclosed size to build new plants to make lithium-ion batteries for cars announced in July.

Honda Insight
HONDA INSIGHT

Britain, which is trying to position itself as a hub for low-carbon technologies, is also expected to provide financial sweeteners to lure Nissan to make electric cars at its plant in Sunderland, north-east England.

In the US, Nissan recently became the first non-US carmaker to qualify for a Department of Energy grant for clean-car technology. It will use the $1.6bn low-interest loan to retool its plant in Smyrna, Tennessee, to make electric cars from 2012.

The missing – and still incalculable – piece of the equation now is the number of customers that will buy its cars.

Extracted from The Financial Times Limited 2009.

 
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Posted by on August 20, 2009 in Uncategorized

 

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63rd IAA Cars: experience automobiles outdoors, too – with all your senses

“A Moving Experience.” The slogan of the 63rd International Motor Show (IAA) Cars stands not only for numerous new technological developments and vehicle premieres, but also for the many attractions and activities that are moving – in the truest sense of the word – on the IAA’s open-air site. Here visitors can join in instead of just looking, no matter whether they are interested in the smaller vehicles on the go-cart track and model racing track, or the larger ones on the off-road circuit and the streets of Frankfurt.

iaa 2009

iaa 2009

Visitors to the IAA can get tips and help from experienced driving instructors at the economical driving training (http://www.iaa.de/vda-eco-training), learning how they can reduce their fuel consumption and emissions by up to 20% by observing some basic rules and making the best use of modern vehicle technology. The valuable tips can be put into practice right away on the way home or during a test drive in one of the IAA’s many innovations. The starting point for the 14-kilometer route is Hall 10 on the IAA trade fair grounds.

This year again, visitors to the IAA can not only admire numerous new models at the exhibition stands, but they can also test them themselves directly at the show. Manufacturers from both Germany and abroad are making their particularly efficient and economical models available for free test drives (http://www.iaa.de/testrides) on Frankfurt’s roads. An expert will join the test drivers as a passenger and provide information about the car’s technical details.

The now traditional IAA outdoor go-kart track (http://www.iaa.de/outdoor-go-cart-track) gives visitors a Formula-1 feeling and lots of fun on the racetrack. This high-speed highlight on the open-air site to the south of Hall 10 gives the drivers a real thrill on the spectacular 600-meter racetrack. With up to 12 karts all running at once, there’s a real racing atmosphere.

The model racetrack specialist Carrera invites visitors to go in for motor racing on a smaller scale. They will drive remote-controlled cars on a digital racetrack covering more than 230 sq m (http://www.iaa.de/carrera-challenge), competing for victory each day and hoping to qualify for the grand finale at the Carrera Challenge Tour 2009 in Essen in November, and also for the showdown at the Carrera European Championship 2010. Carrera is presenting the Championship on the Agora, the open-air site in front of Frankfurt’s Festhalle. If you want to join in, download a “driver’s license” from www.carrera-challenge.com and hand it in to the race manager, or simply apply directly at the racetrack.

Fun on a larger scale can be had once again this year on the off-road circuit (http://www.iaa.de/off-road-parcours) to the south of Hall 10. The most advanced off-road vehicles will take visitors over lumps and bumps, potholes, extreme slopes, gravel tracks, a see-saw and bridge constructions up to seven meters high with an 80 per cent gradient. The professionals at the wheel take the vehicles through the most demanding, 5,000 sq m off-road circuit and show just what technical capabilities there really are in modern off-road vehicles and SUVs.

Visitors can experience these events and activities, and many more besides, at the 63rd IAA Cars in Frankfurt am Main from 17 to 27 September 2009. All the information about the trade show, e.g. the special shows, opening times and advance ticket sales, is available on the Internet from the official IAA web site http://www.iaa.de.

 
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Posted by on August 14, 2009 in Uncategorized

 

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Karlsruhe tram-train trials Ni-Cd battery

Karlsruhe tram-train trials Ni-Cd battery

The pioneering Stadtbahn Karlsruhe tram-train network in Germany has completed an extended field trial with a Saft MATRICS MRX battery system to demonstrate the potential reliability, performance and TCO (Total Cost of Ownership) advantages offered by using specialised rechargeable nickel-cadmium (Ni-Cd) batteries in a light rail application.

The trial has now entered a second phase with the installation of two further test batteries.

The city of Karlsruhe was the first in Germany to link its street tramway and the main-line railway by running urban trams on both networks. The main line remains open at all times to all types of train – including local trains, heavy freight and high-speed express trains – and this model has led to the creation of tram-trains featuring dual equipment to suit the needs of both tram and train networks, such as support for multiple voltages.

In order to change the power supply from 750 V DC on the tram tracks to the 15 kV AC used by the main-line trains (or vice-versa) the tram-train has to pass a cut-off section of 50 to 250 metres where no external power is available. This requires the onboard battery system (with a nominal voltage of 24 V), to provide a minimum of 20 V for a cut-off period of between 20 to 25 seconds to support all the electrical loads, so battery reliability is a vital factor in ensuring that the Stadtbahn Karlsruhe services run on-time.

Currently, the majority of the Karlsruhe tram-trains are fitted with flooded lead-acid batteries that can give rise to a number of reliability, maintenance and service-life issues. For example, ideally the battery should have a capacity of at least 300 Ah. But in practice this is limited to 230 Ah due to the need to fit within the space available within the under floor battery box. This means that the tram-train often runs out of power, stopping before it can complete its passage across the cut-off section. In addition, these lead-acid batteries can not withstand deep discharges without irreversible capacity loss. There have been a number of cases where a tram-train has been parked overnight on the main-line track, where the external power has been turned off for track maintenance but the onboard loads, such as lights, have been inadvertently left on. The current drain can cause a massive voltage drop to 16-18 V, resulting in a reduced battery lifespan or even instant failure.

Further battery problems are experienced during the winter months, when low temperatures cause a substantial decrease in battery performance. At least one battery has also experienced ‘sudden death’ – in which the open circuit failure of one or more cells has caused the whole battery to fail, and their overall service-life is limited to only two to three years.

Ni-Cd batteries offer a number of advantages for tram-train applications because they can provide: a larger capacity within the same installation footprint; resistance to deep discharges; high performance at high and low temperatures; long predictable service-life of at least 15 years with no risk of sudden death; low maintenance costs due to simple maintenance requirements and extended service intervals.

Saft worked with Stadtbahn Karlsruhe to carry out a TCO (Total Cost of Ownership) analysis to confirm that Ni-Cd could be a cost-effective alternative to lead-acid batteries. This showed that, although the initial cost of acquisition of the Ni-Cd battery system would be higher than lead-acid, when operation, maintenance and replacement costs over a 12-year period were considered then an Ni-Cd battery would actually cost less.

However, while the cost of the battery is important to the operator, it is reliability that is crucial.

As poor reliability is not only damaging to the reputation of the tram-train service it also incurs considerable extra costs in towing vehicles, replacing failed batteries in the field and so on, also especially as a stranded vehicle might be up to 130 km from the service depot.

After proving the case for Ni-Cd batteries in principle, Stadtbahn Karlsruhe decided to carry out a practical evaluation over all the seasons of the year and asked Saft to provide a trial battery system that comprises 19 MATRICS MRX 200 batteries which fit within the existing battery box, with a nominal capacity of 200 Ah.

The battery’s current performance is the crucial factor in supporting the passage of the tram-train through the cut-off section. In general, lead-acid batteries, at the same rated capacity, are not capable of delivering such high currents as an Ni-Cd battery. This means that, even though the Saft Ni-Cd battery might appear to have a lower rated capacity than the 230 Ah lead-acid battery it has replaced, in practice it delivers superior performance. Furthermore, the low temperature performance of lead-acid batteries is poorer than Ni-Cd. So the gap in performance between the lead-acid battery and the Saft battery is even greater in cold weather.

“Saft’s Ni-Cd battery performed very well during the field test, with no problems or outages, which is more important than anything else, including cost, since fewer outages mean more passenger availability” said Herr Rainer Supper, deputy workshop manager responsible for electrics who is now in his 46th year with Stadtbahn Karlsruhe.“We didn’t need to touch the Saft battery for a whole year and it only needed topping up with three litres of water. And, thanks to the centralised water filling system incorporated in the MRX design, topping up only took 15 minutes. With our lead-acid batteries each cell has to be opened individually for refilling and this has to be done three times. With three major maintenance sessions during the year at least one hour of time could be saved per tram-train”.

The success of the first field test prompted Stadtbahn Karlsruhe to order two further test Ni-Cd test batteries, and the first of these was installed in December 2008.

Saft MATRICS MRX batteries have been purpose-designed to deliver maximum performance, reliability and low TCO in rail applications. The batteries provide the low maintenance and long service life benefits of sintered/PBE technology within a slim, light-weight block battery package that shows a major size and volume advantage compared with conventional batteries.

The MATRICS MRX design is reliable, even in temperatures ranging from -30 to +70 degrees C.

The MATRICS MRX also includes an integrated water filling system. The simple to use feature fills all the cells from one central point – without any moving parts – and reduces the battery maintenance requirements by enabling cells to be topped-up quickly, safely and accurately, maximizing the battery’s useful life.

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Posted by on July 31, 2009 in Uncategorized

 

Audi gets a good stake from the German Government for the ePerformance electric automobil

Along with partners in industry and research institutes, German car maker Audi will develop a system concept for an electrical car. The German government funds the research with €22 million (about $31 million). The government plans to establish Germany as a lead market for electro-mobility. Electric cars are seen as a factor to reduce carbon dioxide emission and implement Germany’s climate protection goals, explained German federal research minister Annette Schavan. The government hopes that by 2020 at least one million electric cars will populate the country’s roads.

Is it the intention of the federal government, Germany will soon be in the field of electron mobility in the world’s top count. The Federal Ministry for Education and Research (BMBF) supports this development with a total of 700 million euros. In this framework will also include the Audi launched the joint project “ePerfomance” by the government with a total of 22 million euros. As a contractor for the Audi Electronics Venture GmbH in the project, the Fraunhofer Institute for Experimental Software Engineering IESE in Kaiserslautern, which is an innovative collaborative approach to safety in the car of the future.

Until the year 2020 will be in Germany for at least one million electric cars on the streets of the market. From niche products for technology enthusiasts, and especially towards the environment-conscious attractive car with excellent driving characteristics. This image change was driven by electric sports car achieved. When new features of an intelligent vehicle being added, the electric car, so the conviction of the government, for many people even more interesting.

The aim of the research project “ePerformance” It is the electric drivetrain to completely re-designed and all electrical components in a vehicle to systematically optimize and increase its effectiveness. The ambitious project is here aware of the technological limits, and thus in high performance classes. The result is a sporty Audi typical, completely newly developed automobile.

In an electric vehicle have many different components work together and perfectly regulated and coordinated The Fraunhofer IESE supports the development of the whole concept of security of the vehicle, the danger and risk to the security architecture. Peter Liggesmeyer, E Referenzpflöcke for future vehicle generations must be set. Responsible for this is Dr. Mario Trapp he manages as the overall manager and head of department at Fraunhofer IESE the project. Liggesmeyer continued: “Both what the specific security concepts, as well as the methodology is concerned, we can the future of the automobile actively.” The share of the Fraunhofer IESE is 425,000 euros, spread over three years, valued.

The Federal Government pursues the electron mobility in a holistic strategy. With the “National Development electron mobility”, the first time all measures – from training and capacity building at universities on the battery development, network integration and energy management to prepare the market – with one another and coordinated implementation. Besides Audi also participate in the Robert Bosch GmbH and RWTH Aachen University in the “ePerformance” project.

Alexander Rabe Alexander Rabe
Telefon +49 (631) 6800 1002 Phone +49 (631) 6800 1002

Fraunhofer-Institut für Experimentelles Software Engineering IESE Fraunhofer Institute for Experimental Software Engineering IESE
Fraunhofer-Platz 1 Fraunhofer-Platz 1
67663 Kaiserslautern 67663 Kaiserslautern

Fraunhofer IESE is one of the world’s leading research institutions in the field of software and systems development The products of our partners are largely determined by software. The range of automotive and transportation systems on information systems and medical devices to software systems for the public sector. Our solutions are flexible scalable. This means that we are a competent technology partner for companies of all sizes – from small businesses to large corporations.

Under the leadership of Prof. Dieter Rombach and Prof. Peter Liggesmeyer we carry more than a decade significantly to the strengthening of the emerging IT location in Kaiserslautern. In the Fraunhofer Alliance for Information and communication technology, including the Fraunhofer ITWM belong, we are involved together with other Fraunhofer Institutes for pioneering key technologies of tomorrow.

Fraunhofer IESE is one of 57 institutes of the Fraunhofer-Gesellschaft Together we shape the applied research in Europe and contribute to international competitiveness in Germany. The Institute is repeated after 2008 as part of the Fraunhofer-Center Kaiserslautern officially “Selected Landmark 2009” in competition “365 Landmarks in the Land of Ideas“.

Is it the intention of the federal government, Germany will soon be in the field of electron mobility in the world’s top count. Das Bundesministerium für Bildung und Forschung (BMBF) unterstützt diese Entwicklung mit insgesamt 700 Millionen Euro. The Federal Ministry for Education and Research (BMBF) supports this development with a total of 700 million euros. In diesem Rahmen wird auch das von Audi initiierte Verbundprojekt „ePerfomance“ von der Regierung mit insgesamt 22 Millionen Euro gefördert. In this framework will also include the Audi launched the joint project “ePerfomance” by the government with a total of 22 million euros. Als Auftragnehmer der Audi Electronics Venture GmbH in das Projekt eingebunden ist das Fraunhofer-Institut für Experimentelles Software Engineering IESE in Kaiserslautern, das im Verbund ein innovatives Sicherheitskonzept im Auto der Zukunft mitentwickelt. As a contractor for the Audi Electronics Venture GmbH in the project, the Fraunhofer Institute for Experimental Software Engineering IESE in Kaiserslautern, which is an innovative collaborative approach to safety in the car of the future co.

Bis zum Jahre 2020 sollen in Deutschland mindestens eine Million Elektrofahrzeuge auf die Straßen gebracht werden. Until the year 2020 will be in Germany for at least one million electric cars on the streets of the market. Schon jetzt findet in diesem Bereich ein rasanter Imagewandel in der Gesellschaft statt: Vom Nischenprodukt für Technikbegeisterte und besonders Umweltbewusste hin zum attraktiven Auto mit herausragenden Fahreigenschaften. Already found in this area of rapid change in the image of society: From niche products for technology enthusiasts, and especially towards the environment-conscious attractive car with excellent driving characteristics. Dieser Imagewandel wurde vor allem durch Elektro-Sportwagen erreicht. This image change was driven by electric sports car achieved. Wenn nun neue Funktionen eines intelligenten Fahrzeugs hinzukommen, wird das Elektroauto, so die Überzeugung der Regierung, für viele Menschen noch interessanter. When new features of an intelligent vehicle being added, the electric car, so the conviction of the government, for many people even more interesting.

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Eine Herausforderung auch für Audi. A challenge for Audi. Ziel des Forschungsprojektes „ePerformance“ ist es, den elektrischen Antriebsstrang völlig neu zu konzipieren und alle elektrischen Komponenten im Fahrzeug systematisch zu optimieren und die Effizienz zu erhöhen. The aim of the research project “ePerformance” It is the electric drivetrain to completely re-designed and all electrical components in a vehicle to systematically optimize and increase its effectiveness. Das ambitionierte Projekt geht hier bewusst an die technologischen Grenzen und damit in hohe Leistungsklassen. The ambitious project is here aware of the technological limits, and thus in high performance classes. Am Ende steht ein für Audi typisch sportliches, völlig neu entwickeltes Automobil. The result is a sporty Audi typical, completely newly developed automobile.

In einem Elektrofahrzeug müssen viele unterschiedliche Komponenten optimal zusammenwirken und perfekt geregelt und abgestimmt sein. In an electric vehicle have many different components work together and perfectly regulated and coordinated. Das Fraunhofer IESE unterstützt dabei die Entwicklung des gesamten Sicherheitskonzepts des Fahrzeugs, von der Gefährdungs- und Risikoanalyse bis hin zur Sicherheitsarchitektur. The Fraunhofer IESE supports the development of the whole concept of security of the vehicle, the danger and risk to the security architecture. Ziel sei es, so Prof. Dr.-Ing. The objective is to Prof. Dr.-Ing. Peter Liggesmeyer, Referenzpflöcke für künftige E-Fahrzeug-Generationen zu setzen. Peter Liggesmeyer, E Referenzpflöcke for future vehicle generations must be set. Verantwortlich hierfür ist Dr. Mario Trapp; er betreut als Gesamtverantwortlicher und Hauptabteilungsleiter am Fraunhofer IESE das Projekt. Responsible for this is Dr. Mario Trapp he manages as the overall manager and head of department at Fraunhofer IESE the project. Liggesmeyer weiter: „Sowohl was die konkreten Sicherheitskonzepte, als auch was die eingesetzte Methodik betrifft, können wir hier die Zukunft des Automobils aktiv mitgestalten.“ Der Anteil des Fraunhofer IESE wird mit 425.000 Euro, verteilt auf drei Jahre, beziffert. Liggesmeyer continued: “Both what the specific security concepts, as well as the methodology is concerned, we can the future of the automobile actively.” The share of the Fraunhofer IESE is 425,000 euros, spread over three years, valued.

Die Bundesregierung verfolgt in der Elektromobilität eine ganzheitliche Strategie. The Federal Government pursues the electron mobility in a holistic strategy. Mit dem „Nationalen Entwicklungsplan Elektromobilität“ werden erstmals alle Maßnahmen – von der Ausbildung und dem Kompetenzaufbau an Hochschulen über die Batterieentwicklung, die Netzintegration und das Energiemanagement bis hin zur Marktvorbereitung – untereinander abgestimmt und koordiniert umgesetzt. With the “National Development electron mobility”, the first time all measures – from training and capacity building at universities on the battery development, network integration and energy management to prepare the market – with one another and coordinated implementation. Neben Audi beteiligen sich auch die Robert Bosch GmbH und die RWTH Aachen an dem „ePerformance“-Projekt. Besides Audi also participate in the Robert Bosch GmbH and RWTH Aachen University in the “ePerformance” project.

Alexander Rabe Alexander Rabe
Telefon +49 (631) 6800 1002 Phone +49 (631) 6800 1002

Fraunhofer-Institut für Experimentelles Software Engineering IESE Fraunhofer Institute for Experimental Software Engineering IESE
Fraunhofer-Platz 1 Fraunhofer-Platz 1
67663 Kaiserslautern 67663 Kaiserslautern

Das Fraunhofer-Institut für Experimentelles Software Engineering IESE The Fraunhofer Institute for Experimental Software Engineering IESE
Das Fraunhofer IESE gehört zu den weltweit führenden Forschungseinrichtungen auf dem Gebiet der Software- und Systementwicklung. Fraunhofer IESE is one of the world’s leading research institutions in the field of software and systems development. Die Produkte unserer Kooperationspartner werden wesentlich durch Software bestimmt. The products of our partners are largely determined by software. Die Spanne reicht von Automobil- und Transportsystemen über Informationssysteme und medizintechnische Geräte bis hin zu Softwaresystemen für den öffentlichen Sektor. The range of automotive and transportation systems on information systems and medical devices to software systems for the public sector. Unsere Lösungen sind flexibel skalierbar. Our solutions are flexible scalable. Damit sind wir der kompetente Technologiepartner für Firmen jeder Größe – vom Kleinunternehmen bis zum Großkonzern. This means that we are a competent technology partner for companies of all sizes – from small businesses to large corporations.

Unter der Leitung von Prof. Dieter Rombach und Prof. Peter Liggesmeyer tragen wir seit über einem Jahrzehnt maßgeblich zur Stärkung des aufstrebenden IT-Standorts Kaiserslautern bei. Under the leadership of Prof. Dieter Rombach and Prof. Peter Liggesmeyer we carry more than a decade significantly to the strengthening of the emerging IT location in Kaiserslautern. Im Fraunhofer-Verbund für Informations- und Kommunikationstechnik, dem auch das Fraunhofer ITWM angehört, engagieren wir uns gemeinsam mit weiteren Fraunhofer-Instituten für richtungsweisende Schlüsseltechnologien von morgen. In the Fraunhofer Alliance for Information and communication technology, including the Fraunhofer ITWM belong, we are involved together with other Fraunhofer Institutes for pioneering key technologies of tomorrow.

Das Fraunhofer IESE ist eines von 57 Instituten der Fraunhofer-Gesellschaft. Fraunhofer IESE is one of 57 institutes of the Fraunhofer-Gesellschaft. Zusammen gestalten wir die angewandte Forschung in Europa wesentlich mit und tragen zur internationalen Wettbewerbsfähigkeit Deutschlands bei. Together we shape the applied research in Europe and contribute to international competitiveness in Germany. Das Institut ist nach 2008 wiederholt als Teil des Fraunhofer-Zentrums Kaiserslautern offiziell „Ausgewählter Ort 2009“ im Wettbewerb „365 Orte im Land der Ideen“. The Institute is repeated after 2008 as part of the Fraunhofer-Center Kaiserslautern officially “Selected Landmark 2009” in competition “365 Landmarks in the Land of Ideas”.

 
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Posted by on July 17, 2009 in Uncategorized