PROSTEP first presented the Mars Rover as a demonstrator of its wide range of software and services at its 25th anniversary celebration. Since then, for example, the chassis and housing of the vehicle originally designed by NASA have been further developed and the physical Mars Rover has been linked to the digital Mars Rover in order to map use cases like the digital thread.
New PLM technologies and concepts such as the digital thread, traceability, model-based systems engineering (MBSE) and the digital twin can be very abstract. With the aim of making them easier to experience at events, PROSTEP has built several models of the Mars Rover based on NASA’s design documents. The argument in favor of the all-terrain vehicle was the fact that it is a complex mechatronic product and as such is ideal for demonstrating new technologies and methods. The model can be used universally and, because it is “rocket science”, it can be presented to the media and the public particularly effectively.
The Mars Rovers were used for the first time at PROSTEP’s 25th anniversary celebration in early 2019, and they subsequently also caused quite a stir at the Hanover trade fair (HMI), the prostep ivip Symposium, the IoT Solutions World Congress held in Barcelona and other events. The coronavirus pandemic has only interrupted their career as a major public attraction. We intend to be back on tour with the new generation of Mars Rovers by the first half of 2022 at the latest.
We have used this forced break for a major “pit stop” and have equipped the Mars Rovers with more powerful steering and drive motors. In two student projects, the rocker bogie was optimized using a hybrid (plastic/sheet metal) construction and plastic components manufactured using additive manufacturing processes. This has made the physical model of the Mars Rovers much more robust, which means that it now requires less maintenance after being used. A positive side effect is that the new Mars Rover variant can be used to demonstrate the PLM capabilities of variant management.
Nowadays, manufacturing industry uses highly complex IT systems to develop equally highly complex products that include an increasing number of electronic and software components. However, the attempt to cast out the devil of complexity with complex PLM solutions is increasingly being stretched to the limit. If users are to get to grips with this complexity, they need applications that are as innovative as they are easy to use.
The key to mastering complexity is end-to-end digitalization from development to manufacturing through to operation and back again. This means that the operational data that is normally collected and evaluated on IoT platforms needs to be linked to the development objects and manufacturing information. Only then can the interrelationships and dependencies be made transparent for all the domains involved at all times.
The ability to weave this digital thread without allowing it to break during the product lifecycle is an essential prerequisite for the traceability of deliverables and development processes. Without this traceability, companies are unable to respond agilely to new market and customer requirements. This means that the digital thread is becoming key driver of competition in times of global unpredictability, which is characterized by volatility, uncertainty, complexity and ambiguity.
Manufacturing companies must position themselves strategically if they are to master the digital thread. To succeed, they need a strategic overall concept for ensuring end-to-end digitalization, which is or should be an integral part of any sustainable PLM strategy.
As a result of the pandemic, this year’s prostep ivip Symposium was once again held on screen. PROSTEP was nevertheless able to make a major contribution to the virtual event with its many offerings relating to digital product development and manufacturing. Our experts showed what they are made of with a wide range of presentations that have been made available to view on-demand on the symposium’s virtual platform.
Colorful shoes, passion and 100% commitment are what characterize Steven Vettermann, our expert in the field of traceability, a topic that received particular attention during the symposium. In recognition of his valuable work in ensuring the successful development of the Association and the symposium, he was made honorary member by the board. For many years, Vettermann was general manager of the prostep ivip Association and contributed greatly to driving its expansion in Asia.
But Vettermann’s involvement was not limited to accepting this honorary membership. In a humorous “Late Night Innovation Show”, he and other speakers gave participants a better understanding of his favorite topic, traceability, and explained how they can help make the complexity involved easier to manage.
Despite the pandemic, PROSTEP has gained a large number of new customer projects in recent months and steered other projects to a successful conclusion. Some examples of these can be seen on the symposium’s digital platform.
In his presentation, Frank Brandstetter, accompanied by a speaker representing the customer, explains the reasons for implementing an agile process model in the development of Daimler’s PDM landscape and describes the associated challenges, in particular with regard to harmonizing working methods.
Carsten Zerbst reports on the implementation of a new toolset for designing complex cruise ships at the MEYER Werft shipyards in Papenburg and Turku, which combines the Dassault Systèmes 3DEXPERIENCE platform and the CADMATIC shipbuilding software. Our technology works in the background to ensure seamless integration of the system landscape.
In his presentation on “PLM Cloudification”, Mirko Theiss presents a project for migrating an existing on-premises data supply solution to the cloud. It is based on the new version of our OpenPDM integration platform, which is made available on the AWS cloud stack. This is the first example of a customer using OpenPDM in the cloud.
On the digital platform, we present not only interesting customer projects but also report on our involvement in research projects and the project work performed by the prostep ivip Association. For example, Josip Stjepandic familiarizes participants with a fully automated tool for creating digital twins for production systems, which can be used for the planning and analysis of facilities or for in-process monitoring. The solution was developed as part of the DigiTwin joint project. It is based on the use of 3D scan data, which is analyzed using object recognition and converted into simulation data.
The Association’s working groups have not been idle over the last months, as the presentations from the live event and the contributions available on the platform make clear. Our employees have made a major contribution to these efforts.
Together with other participants from the DDP project group, Torsten Schmied informs participants about the development status of the digital data package. DDP is a type of metastandard for the exchange of configured, linked engineering data and is intended to permit the creation of a cross-enterprise digital thread.
Andreas Trautheim and his colleagues from the Project Schedule Management (PSM) project group provide an overview of the progress being made in the field of cross-enterprise project management. The group defines processes, methods and interfaces for schedule management synchronization for companies that use waterfall, agile or hybrid project methodologies.
The aim of the Production Lifecycle Information Management (PLIM) working group, of which Stefan Just is a member, is to bridge the gap between the heterogeneous data sources involved in production process planning using a generic information model. In another presentation, Just reports on the work of the Additive Manufacturing Interfaces (AMI) project group, which is developing a specific data model and uniform semantics for the transfer of data for additive manufacturing processes.
The activities carried out by the Integrated Collaboration Framework (ICF) project group are explained by our colleague Tamara Hofmann. Among her other tasks, she is concerned with the development of a cross-domain ontology for interdisciplinary collaboration together with guidelines as to how this shared conceptualization can be implemented in companies.
The presentations from the live event and the specialist contributions in the platform’s on-demand library will be available online to symposium participants until 30 June.
What does PLM strategy look like in a world characterized by volatility, uncertainty, complexity and ambiguity (VUCA)? This was the key question addressed at the first PROSTEP CONSULTING DAY. In three live sessions, those participating learned how our capability-based PLM strategy consulting helps them master the challenges posed by digitalization.
It was the first time that we had organized the PROSTEP CONSULTING DAY. The coronavirus pandemic meant that the premiere had to take place online. We consider the high level of participation confirmation of our concept. The participants attended three sessions with different topics that were held at different times and professionally moderated by Julia Bauer. A quick online survey indicated that approximately 35 percent of those attending were from the automotive industry, followed by 16 percent from the mechanical and plant engineering industry.
In the first session, Dr. Martin Strietzel, head of Strategy and Processes, discussed together with colleagues the topics of the future that are of interest to the manufacturing industry and the challenges that digitalization poses to companies. The hype surrounding digitalization stems the fact that we now have at our disposal the technical capabilities required to utilize it in engineering, in the context of Industry 4.0 and for service purposes. However, an effective digitalization strategy is needed to respond to unforeseen events in an appropriate manner, said Strietzel. “The best answer to VUCA is VUCA, in other words vision, understanding, clarity and agility.”
PROSTEP believes that the digital product lifecycle, with focus on the digital twin, is a key element for getting to grips with the challenges posed in these times of VUCA. One of these challenges, especially for midsized companies, is the internationalization of development and production, said lead expert Peter Wittkop. Without a digital thread, there will always be incompatibilities due to the fact that the changes made to products and tools locally are not communicated systematically. This is why configuration management is becoming increasingly important. “In this context, configuration management refers to the traceability of product information, both horizontally throughout the product lifecycle and also vertically in terms of analyzing the impact that changes have on other domains.”
Companies are not only wrestling with internationalization but also with the transition from what was once a mechanical product to software-based systems, which entails further challenges such as interdisciplinary collaboration or digital validation and verification. Traceability is a key capability that makes it possible to start testing against product requirements early, said senior consultant Christian Buehler.
Complexity as a driver of digitalization
Increasing product complexity is a major driver of digitalization, as the customer presentation by Theegarten-Pactec made clear. The packaging machines for confectionery that the midsized company manufactures have, over the course of the past few decades, developed into complex mechatronic systems with a high proportion of electronics and software. The company is tackling topics like requirements management, systems engineering, agile software development and traceability to ensure that it can maintain its productivity and flexibility in the face of increasing complexity. PROSTEP is helping Theegarten-Pactec improve interaction between IT systems and processes and find an appropriate development plan for the application landscape.
Not only security but also PLM and ALM (application lifecycle management), the digital twin and digital continuity are the topics that are currently of greatest importance to companies. Digital business models are a key driver for the implementation of digital twin concepts, as senior consultant Dr. Lars Wagner explained using a number of different examples.
Digitalization also presents the IT organizations in the companies with new challenges. They have to provide the best possible support for the development of smart, connected products and interaction between disciplines by means of a shared development space, as senior consultant Marc Dreesen pointed out. To do this, the role played by IT in companies needs to be expanded. It must be seen as a proactive innovator that provides new solution concepts rather than merely a reactive service provider.
Customers’ specific needs, product features and business models are increasingly software-driven, as Dr. Steven Vettermann, Manager PLM VV, said during the second CONSULTING DAY session. “Therefore, if you want to be a winner, you need to master the creation of value with software.” The key achieving this is the combination of MBSE and ALM. PROSTEP is familiar with the strengths of the individual solutions and provides customers with support during strategic realignment and the introduction of new tools for ensuring traceability.
Concepts for end-to-end digitalization
In the second session, we presented solutions and concepts that help customers get to grips with end-to-end digitalization. PLM is not an entirely new technology, but it is the key to end-to-end digitalization and provides the basis for the digital twin, said principal consultant Dr. Mario Leber. An important aspect of the PLM concept is managing the different types of BOMs. In addition, cross-domain issues such as project and change management also need to be taken into account. And there are hot topics such as requirements management, which according to the survey is an important part of their PLM concepts for three quarters of the participants, as well as the topic validation and verification.
The challenge when it comes to requirements management is ensuring end-to-end digitalization both vertically between customer requirements and technical requirements as well as horizontally between the requirements of the individual disciplines, as the presentation by consultant Veronica Haber made clear. Her colleague, Kim Steinkirchner, explained the different steps involved in verification and validation from component through to system level. Relationships can only be identified if the relevant data sets are linked together consistently. That is the main purpose of PLM.
“The cloud, low-code, ALM – just how disruptive is PLM?” This is this question that Martin Strietzel attempted to answer. The biggest disruption is caused by PLM itself, he said, because the product lifecycle now encompasses a number of new topics, such as the Internet of Things for example, which plays an important role in the context of connecting service and feeding back information gathered in the field. But is that still PLM? Many PLM vendors have recognized the importance of IoT and have acquired companies or developed their own IoT platforms, said Strietzel. The increasingly dynamic nature of the market is due to the fact that the IoT market, for example, is ten times the size of the PLM market.
When it comes to SaaS or multi-tenant applications, the cloud is still underrepresented in PLM environments. This is gradually changing because companies’ confidence in terms of security has grown, said senior consultant Marc Dreesen. At the same time users have become more willing to adhere more closely to standards, while vendors have improved the adaptability and integration capabilities of cloud applications thanks to low-code and integration-as-a-service offerings. Almost everyone now has a cloud strategy, but their offerings are sometimes difficult to compare, which is why PROSTEP has created a corresponding checklist.
Capability-based procedural model
In addition to the ability of companies to change, also with regard to new business models, the future viability of their PLM architectures will be a major challenge in the coming years, said Peter Wittkop at the start of the third CONSULTING DAY session. The strategic combination of a methodological approach and PROSTEP’s wide-ranging PLM-specific know-how will be helpful when it comes to mastering these challenges together. Capability-based strategy development is used to achieve medium and long-term objectives, but it must also be able to respond in an agile manner when the objectives change.
Martin Strietzel and consultant Manuel Ratte explained to participants what PROSTEP’s capability-based procedural model looks like and how it relates to corporate strategy. In the context of enterprise architecture management, PROSTEP understands the PLM architecture to be a multi-layer model that examines processes, data integration and the applications based on a company’s objectives. The consultants use the construct ‘PLM capabilities’, which maps all the PLM-specific topics relevant to the product lifecycle, to make it easier to address the requirements on the three levels. The participant survey indicated that the PLM capabilities that pose a particular challenge to companies are requirements management, product structure management, configuration management and change management.
The capability-based procedural model is one of the core elements of PROSTEP’s consulting approach. As Manuel Ratte explained, the consultants define the actual and target statuses based on the PLM capabilities and in combination with the maturity model. They provide the basis for developing overall concepts regarding the required PLM capabilities, which are then merged to create a target architecture. Based on this vendor-neutral architecture, the consultants evaluate the potential systems and recommend the suitable solutions to the customers. During roll-out planning, they then determine together with the customers how the transition to the new world should be implemented.
Clear documentation of the requirements
Using a number of different examples, Mario Leber explained the work results and the concrete benefits that a capabilities-based consulting approach offers. Of particular value to customers is, on the one hand, the digital maturity analysis, an efficient methodology for classifying the individual subprojects and defining the digital roadmap. It is based on an assessment of the actual and target scenarios or a gap analysis of the PLM capabilities. On the other hand, customers could use PROSTEP’s requirements specification template to document and communicate all their requirements efficiently, individually and transparently.
One customer that has taken advantage of PROSTEP’s capability-based PLM strategy consulting services within the framework of a comprehensive PLM and SLM (systems lifecycle management) initiative is thyssenkrupp Presta AG. In an interview, project manager Klaus Brandner explained the project’s objectives and the challenges it poses and how PROSTEP is helping the company tackle them. The external consultants were particularly important during the orientation phase, when the diverse requirements of the departments involved needed to be harmonized. Their support, he said, made it possible to get to grips with this demanding task. “The most important contribution that PROSTEP made was to put an end to the stakeholders’ anxiety regarding the new topics.”
PROSTEP not only provides customers with advice when defining their PLM strategy, but also helps them with implementation. At the end of CONSULTING DAY, Peter Wittkop explained the further course of action to the participants. The aim is to implement the project objectives step by step to quickly achieve partial successes and exploit the benefits. This is why PROSTEP believes that an agile approach has proven its worth. Personal relationships and mutual trust provide the basis for collaboration in consulting projects.
If you would like to learn more about the challenges posed by digitalization and PROSTEP’s capability-based consulting approach, you will find the videos of the three sessions here. (Please note, the videos are only available in German.)
During the last year, PROSTEP gave a boost to the development of the OpenPDM SHIP integration platform. The functionality was expanded in several areas, such as interfaces with CADMATIC and ShipConstructor or NAPA and NESTIX conversions. Continuous development of expertise in shipbuilding-specific software solutions remained high on our agenda.
OpenPDM SHIP is an integration platform designed specifically for the shipbuilding industry that connects shipbuilding-specific CAD/PDM/PLM and ERP solutions and mechanical CAD applications via standardized connectors. The product was launched as development evolved from numerous customer projects, where we tackled similar needs from the shipyards. The COVID pandemic slowed down the progress of customer projects but created a unique opportunity for development to leap forward and expand the functionality of the solution.
New connectors to CADMATIC, AVEVA E3D
OpenPDM SHIP connector with CADMATIC WebAPI offers new opportunities and more flexibility for data access. Besides outfitting model data access, it enables hull data accessibility for the CADMATIC Hull COS version. Additional functionality was added for CADMATIC eShare connector to integrate 3D visualization and collaboration platform with data stored in PDM systems, such as approval, procurement, or delivery status information or other data.
Another significant development currently under construction is the new connector to Everything3D (E3D), the successor system to AVEVA Marine. With a customer already using the system productively, we are working on an OpenPDM SHIP E3D connector that will initially cover the transfer of the outfitting data. Further steps will expand the interface to support E3D Hull in the future.
Additional functionality for CAD conversions
We have made significant progress in the native generation of ShipConstructor data from third-party applications such as NAPA. A corresponding API from SSI, which is still under development and is constantly being extended, enables generating or regenerating parts of the hull or steel structure natively in ShipConstructor.
OpenPDM SHIP supports the mapping of data and structures from ShipConstructor for production engineering with NESTIX, which is used at numerous shipyards for planning the cutting and welding work packages. Previously released functionality for the CAD/CAM process chain worked consistently between AVEVA Marine and NESTIX.
The agile approach to continuous development
The nature of OpenPDM SHIP lies in integration capability between many shipbuilding-specific CAx systems and PDM solutions. It requires deep expertise in exchange formats and integration technology and close cooperation with CAD software development companies. Keeping internal knowledge at a high level is one of the priorities for PROSTEP’s R&D teams.
The robustness and quality of OpenPDM SHIP have further improved because the development of the integration platform for the shipbuilding industry is now more closely aligned with the general development of the OpenPDM platform. We synchronize the sprints of SHIP development with the sprints of the general OpenPDM development. Our integration platform thus fits seamlessly into the product family.
The digital twin is an important, if not the most important, enabler for the digital transformation of business processes and the development of data-driven business models. This is why it is the focus of numerous digitalization initiatives in a wide range of industries. Companies however face a number of challenges when it comes to implementing the digital twin. One of these challenges, albeit not the biggest, is the fact that their existing PLM capabilities are most likely insufficient for this purpose and need to be expanded.
Everyone is talking about the digital twin, or perhaps I should say almost everyone. At CLAAS, a manufacturer of agricultural technology, this term is not used to avoid alienating users with grand terms, as Kai Korthals explains in an interview with the PROSTEP Newsletter. For many companies, the term digital twin is still a buzzword that everyone takes to mean something different. Even in the shipbuilding industry, despite its many digital twin projects, there is still no common industry-wide understanding of what a digital twin is, as indicated by a recent survey conducted by PROSTEP.
A concept study that we prepared together with 3DSE for Airbus Defense & Space significantly sharpened my understanding of the digital twin. The findings have been incorporated in a white paper that I recommend you read. A key insight is that there is, or should be, something along the lines of a generic digital twin that accompanies the product or production system throughout all the phases of its lifecycle – from its as-designed/planned/manufactured through to its as-operated/maintained state.
The phase-specific configurations of the digital twin have a shared data basis, which is also used to derive configurations for the use cases to be supported. Creating a special digital twin for each use case would not be a viable solution as it would create isolated solutions and data silos. The aim must be to keep the digital twin as redundancy-free as possible across all products and variants, which is why it places much more demanding requirements on configuration management.
From the very start, we need to think about how we can weave the digital twin from the digital thread. I would even go so far as to turn the tables and say that it is ultimately the digital twin that determines the requirements when it comes to end-to-end digitalization. It determines which information we need to link for which use case and with which level of granularity. In my opinion, approaches based on data lakes do not work. It must be possible for field data collected while a product is being used to be connected to the correct development data in a transparent manner. Establishing relationships at a later date using semantic searches or AI results is, at most, an 80% solution and always prone to errors.
The key requirement for the digital twin is access to the “core data” in its “atomic” form. This means that we need to move away from file-based product lifecycle management toward granular access to all the information objects in the product development process. Freezing a bunch of documents at specific baselines might improve auditability, but it is no digital twin.
Developers need to know the relationships between individual objects, for example in order to understand what impact changing a requirement will have on a particular function, on the costs, on the manufacturing process, etc. Knowing which circuit diagram is affected is of no help because hundreds of functions can be described in a single circuit diagram. No PLM concept today provides appropriate support, neither in terms of technology nor methodologically. Extending the PLM concept to include additional PLM capabilities is therefore an essential prerequisite for the digital twin and one of the challenges that Airbus is addressing with its Shared digital Enterprise Services.
However, the biggest obstacles standing in the way of digital twin initiatives are not of a technical nature. For one thing, the companies have their own “fiefdoms” with separate system structures and methodology, which in the short term enjoy no direct benefit from end-to-end digitalization at cross-domain level. The initiative should therefore be driven forward in a strategic manner by someone above domain level. In addition, many companies today make a lot of money from service-related activities. A digital twin that results in customers needing fewer services is to a certain extent counterproductive. A major problem when it comes to end-to-end digitalization from development through to operation is the change of ownership of the physical product. As a result, manufacturers no longer have access, or only limited access, to the operating data that would allow them to gain insight into product behavior.
Offering your products as a service provides an elegant solution to this problem. But you might not want to wait that long before you launch your digital twin initiative. We recommend that you tackle concrete projects that offer economic added value as soon as possible. PROSTEP can provide you with effective support in this context. We have the required expertise and a wealth of experience implementing digital twin concepts in a variety of different industries.
The products from agricultural machinery manufacturer CLAAS are becoming ever more complex, and this also true of the associated development processes. Talking to PROSTEP Newsletter, Dr. Kai Korthals, Head of Digital Product Engineering, explains how CLAAS intends to master this increasing complexity and looks at the role that PDM/PLM is playing in the company’s digitalization strategy.
Question: How important a role are product-service systems playing in CLAAS’s product portfolio now?
Korthals: That depends on what you mean by a product-service system. If you mean supplementary services such as predictive maintenance as part of the after sales service or features such as software updates over the air, it is an area of growing importance for us and represents a major challenge.
Question: What new requirements arise from this with regard to product development?
Korthals: In particular, we have to take solution-neutral customer requirements as a basis for integrating software development, balancing processes and methods from the very beginning. Which is why model-based systems engineering (MBSE) is a very important topic for us. In addition, seemingly mundane topics such as the quality of master data, which we have been working on ever since the advent of PDM, are enjoying something of a renaissance. Even the topic of the end-to-end use of 3D, which is not in itself new, is taking on a new dimension. Suddenly, we find ourselves collaborating with game vendors like GIANTS, who use our 3D models for their farm simulators and in return provide us with rendered models for our sales activities. The coronavirus pandemic in particular has increased demand for virtual sales meetings and training sessions with customers, for example, where we use animated renderings to show them how to get into the cab.
Question: What does this mean for your digitalization strategy? Where are the key fields of activity?
Korthals: There are a number of pillars to our digitalization strategy: modeling and connecting with MBSE, visualization, i.e. the issue of digital continuity with a focus on 3D, and validation using simulations, which is an aspect that should not be overlooked in the wider discussion about digital transformation. In other words, the basic topics remain the same as they were ten years ago. What has changed is the way in which these topics and, indeed, the data models are interlinked. I can map these connections using MBSE, but I also need the link to the tasks in project management or to the configuration for production. Which brings us on to the issue of traceability.
Question: Is traceability driven more by the complexity of product development or the legal burden of proof?
Korthals: Traceability remains important in the context of functional safety, but with regard to the product service systems already mentioned or to autonomous systems, mastery of the technical, process-related and organizational complexity is becoming increasingly important. You can’t negate the complexity. Instead, you have to make it manageable. For this, we need MBSE and configuration management throughout the lifecycle in order to make the interrelationships easier to understand.
Question: You just said that MBSE is an important topic for you. What do you see as the main drivers of this approach?
Korthals: There are undoubtedly a number of different drivers, but they can be grouped together under the term complexity. Ultimately, it is the growing proportion of software, the interconnected development of cross-product features and globally distributed development that lead to increasing complexity at the product, process and organizational level.
Question: You get the impression that CLAAS is to a certain extent pioneering the use of MBSE. Is this the case?
Korthals: That is for others to judge, but we are of course represented in a large number of working groups and we see what other companies are doing. So I think I have some justification in saying that we have a very holistic approach to the topic and have already made considerable progress.
Question: To what extent has what you have validated in the Systems Engineering Solution Lab already been implemented in the product development process?
Korthals: The various aspects are at present being rolled out one by one. We are currently rolling out validation management. But we are not migrating all ongoing development projects to the new process and the new tool environment in a big bang, because that would inhibit the projects. Instead, we are introducing it gradually across the projects until we reach a tipping point, as the users in cross-sectional functions have a vested interest in avoiding the use of parallel systems.
Question: Does PDM/PLM still play an important role in your digitalization strategy?
Korthals: Yes, absolutely. Our digitalization strategy has three major pillars. Firstly, we want to digitalize our interaction at the point of contact with the customer and thus make it independent of time and place. The second is the empowerment of our employees, i.e. we want to drive digital transformation as a change process. And the third major pillar is the topic of the digital enterprise, which break down to the level of Industry 4.0. PDM/PLM is in many cases the enabler that brings together the internal view, external view and empowerment. Without this foundation, digital transformation simply collapses like a house of cards.
Question: You are working very closely with Dassault Systèmes to implement your digitization strategy. Is your broad PDM/PLM vision feasible with a monolithic system landscape?
Korthals: Your question is understandable. PLM experts have for years been promoting the idea that monolithic systems are dead. We are aware of the fact that we are to a certain extent placing ourselves in a position of dependency, but we have done very well with Dassault so far. You have to remember that we are not just a customer, but a strategic R&D partner and write user stories for the developers in Vélizy, so our needs are implemented very quickly. Not only that, we don’t source all of our expert systems and authoring systems from Dassault. There are certain environments for software development and simulation that we will not be replacing. At the system level, however, the opportunities offered by a monolithic approach outweigh the risks.
Question: In what use cases are you already using digital twins?
Korthals: We don’t use the term ‘digital twin’ at CLAAS yet, partly because of our experience with the introduction of systems engineering. When we started using it five years ago, we tried to avoid coining some grand, new term without any concrete benefit for the user being apparent, because that simply discourages people. Although we had our strategy in mind, we approached the issue very much on the basis of use cases. And we’re doing something similar with the digital twin. We have plenty of very concrete use cases, for instance moving maintenance documentation to a kinematic DMU to show a service technician in Uzbekistan how to change the oil filter without the need for words. But we don’t refer to this as a digital twin.
Question: How important is the East Westphalia cluster for CLAAS?
Korthals: The cluster is extremely important to us. From our Systems Engineering Solutions Lab, we have started research projects together with Fraunhofer IEM, one of which has been merged into it’s OWL. And then there is the MOSYS project for human-oriented systems engineering, which is funded by the German Ministry of Education and Research. Collaboration with other it’s OWL partners such as Miele allows us to discuss our future needs and system requirements. The research projects have also allowed us to hire additional staff for our Solution Labs, which helps us to become faster.
Question: What needs and system requirements do you see in the future?
Korthals: As I have already said, connecting and visualizing information is currently a big driver for us. It is only this combination that makes complexity really comprehensible and thus manageable. In our Solution Labs, we have found out that we can build databases to connect certain artifacts with each other, requirements with test cases, or with architecture models, with CAD models, with circuit diagrams and so on. But the problem is that at the end of it all, no normal person has any hope of understanding it. That’s why we have to be able to pull out these relationships in a way that is specific to the application and the user and, where possible, visualize them in the 3D model in order to quickly make the complexity understandable across different locations, languages and roles.
Mr. Korthals, thank you very much for talking to us. (This interview was conducted by Michael Wendenburg)
About Kai Korthals
Dr. Kai Korthals has worked for agricultural machinery manufacturer CLAAS since 2014 and is currently Head of Digital Product Engineering. In this role, he and his team are responsible for the CLASS engineering system. This comprises the engineering processes, methods, data models and applications for CAD, PDM/PLM and systems engineering. Korthals studied industrial engineering, majoring in mechanical engineering and production technology at RWTH University in Aachen. He subsequently completed his doctorate at the RWTH’s machine tool laboratory in the field of production-oriented product development.
PROSTEP’s new series on SHIPBUILDING PLM INSIGHTS was launched on March 16. It was a successful start to the series: Around 150 participants watched the first episode, which focused on the added value of PDM and PLM for users of shipbuilding-specific CAD systems. In addition, our shipbuilding experts explained how shipyards can rebuild their PLM architectures more effectively.
The series is aimed at maritime industry professionals and IT experts who want to know more about how they can use PDM and PLM to manage growing product complexity, shorten time-to-market, and meet the more demanding requirements of customers and classification societies. Here, PDM means a specific application, while PLM describes a broader concept that can be implemented with different applications.
The first episode kicked off with a market overview of the challenges that shipyards face in digitalization. This overview was based on intensive discussions we have had with more than 40 shipyards worldwide over the past few years, from which we extracted their pain points. Pressure to act is caused by the increasing complexity of shipbuilding projects, the many changes to each ship and the growing effort required to manage requirements, documents and certificates.
The market situation is also characterized by smaller shipyards merging into larger groups. Often, post-merger integration is complicated by outdated IT system landscapes, different legacy systems at the various sites, and the multitude of Excel spreadsheets still used to manage non-CAD data. As a result, companies have little foundation to implement complex new requirements.
The most discussed topic among shipyards is what additional benefits a PDM system can offer them if they already use a shipbuilding-specific CAD system. For this reason, we have made this topic the focus of the first episode. Our colleague Jan Bitomsky explained to the participants the special features of shipbuilding-specific CAD systems, which are the reason why most shipyards do not have a PDM. They cover many PDM functions through integrated CAD data management and their focus on the shipbuilding CAx process chain. But just not all of them, which is why there are so many Excel spreadsheets.
PDM systems first caught on in other industries where management of mechanical CAD files was a key requirement. Over time, however, they have been extended to include PLM capabilities such as materials management, document management, product structure management, or partner collaboration, which are also of interest to shipbuilders but are missing from shipbuilding-specific CAD systems. Most importantly, they lack powerful change management, which is one of the key functions of any PDM system.
Combining the PLM capabilities of a shipbuilding CAD system with a PDM system therefore offers enormous added value, as Bitomsky pointed out. There is then only one source of truth. Document management is perhaps related to that with change management. In the product structure, you can see the CAD data, but also other data. And one can always trace which data was sent to which supplier and when.
But how does one get to this single source of truth? In a second topic, Bitomsky explained to participants how they can use the enterprise architecture management approach to develop a PLM architecture that is aligned with their business requirements. These requirements are more demanding in shipbuilding than in other industries because not only the products are very complex, but also the business processes from the time of sale to delivery. This is the reason why there is still no best practice solution for PLM architecture in shipbuilding.
PROSTEP supports shipyards in identifying the bottlenecks in the existing information flows based on the business objects and in determining the required capabilities for their future PLM architecture. An architecture that can combine shipbuilding-specific CAD systems, PDM and ERP systems, for example.
At the end of the first episode, participants were allowed to vote on the focus of the next episode. It will take place in May and will revolve around the topic of Collaboration in Shipbuilding. You can watch the recording of the first episode here. If you would like to receive information about the second episode, sign up here.
The first PROSTEP CONSULTING DAY will be held 15 April 2021 – a date to enter in your calendar. With our interactive online event, we want to show customers and interested parties from manufacturing industry the strategic concepts we use to help them shape digitalization so that they are better prepared to meet the challenges posed by rapid change.
In recent years PROSTEP has provided advice to numerous companies in a variety of industries in the context of defining their PLM strategy and restructuring their existing processes and systems landscapes. Although these are primarily mid-sized companies from the mechanical engineering, plant engineering and automotive supply industries, they also include manufacturers of automation technology, logistics systems, shipyards and companies from the aviation industry. The experience gained from these projects has been incorporated into our capability-based approach to PLM strategy consulting.
The trigger for many of these consulting projects is the increasing pressure for change brought about by digitalization. Customers contact us as vendor-neutral consultants because they are feeling that how their process and system infrastructures are designed will play a crucial role in ensuring their successful positioning in the market. And they see that, because of the complexity of the issue and the wealth of possibilities involved, they need a partner to provide support during this transformation. But they also want to know where they stand with regard to the potential for improvement compared to other companies and in the context of the technical possibilities available. They often lack the market overview needed to do this.
PROSTEP CONSULTING DAY will give participants an opportunity to benefit from the experience that our PLM consultants have accumulated. In three 90-minute slots, we will provide them with information about the challenges posed by digitalization in manufacturing industry and present an overview of the key approaches to solving these challenges from the perspective of processes and systems. Finally, they will learn about the methodology behind our capability-based PLM consulting based on interesting examples from customers.
The event is divided into three consecutive slots that build on each other in terms of subject matter. The first slot will address the concrete challenges that industry faces when it comes to dealing with digitalization. How will companies cope with the switch from product to system provider, and how can they organize themselves in an appropriate manner for digital business models and the digital twin? Does the cloud offer answers to these questions?
The second slot will deal with the solutions that are available to manufacturing industry. It will address topics such as systems engineering, end-to-end digitalization and the interaction between systems during the product development process. An examination of the PLM and ALM (Application Lifecycle Management) system solutions currently available on the market will be particularly interesting.
In the third slot, we will show you how to use the concept of capability-based strategy consulting to develop and implement a future-oriented PLM strategy based on your specific requirements.
Look forward to an exciting keynote when PROSTEP CONSULTING DAY kicks off. And don’t forget to register as soon as possible. That way we can keep you up to date about the agenda and exact schedule of the event.
A few weeks ago, Alstom completed the takeover of Bombardier’s railway division. However, the two companies already worked closely together beforehand on the development and production of the new generation of metros for the Paris transport authority. The former Bombardier sites use the OpenPDM integration platform to import the engineering data for production and assembly into their PLM environment.
Under the project name MF 19, the Paris Metro is getting a new generation of rail vehicles for the lines operated with steel wheels. The contract between the operating companies and the now “married” consortium partners Alstom and Bombardier Transportation provides for the delivery of 44 trains worth 530 million euros to be put into service between 2024 and 2026 – with the option of a further 410 trains. Alstom will essentially supply engines, drive chains, on-board electronics and IT security systems, while the former Bombardier site in Crespin, France, will be responsible for the design and production of car bodies, bogies, air conditioning and interior components.
Through the acquisition of Bombardier Transportation, the French Alstom Group expands its global footprint and becomes a world leader in mobility solutions, present in 70 countries, employing around 75,000 people and generating pro forma combined revenues of around €15.7 billion. At the same time, the acquisition expands Alstom’s portfolio of innovative rail technology products and solutions. The portfolio ranges from light and regional trains to high-speed trains and also includes new strategic products such as people movers and monorails. With a fleet of 150,000 rail vehicles, the company has the world’s largest installed base, which is also the foundation for expanding its leadership in the service business. In the signaling segment, it now ranks second in terms of sales.
Both sides need construction documents
Alstom and Bombardier have a long history of joint consortium projects. “Due to the often very large project volume, such projects are nothing unusual in rail vehicle construction,” says Edouard Hundemer, who is responsible for the OpenPDM project and end-to-end integration of MF19 engineering tools at former BT in the Bombardier Information Systems division. “However, a special feature of the MF 19 project is that both partners must be able to build the complete trains. They therefore need all the information and documentation required for assembly, even if not everyone manufactures all the subsystems.” In this way, the clients want to ensure faster delivery of the new metro generation.
Collaboration is a major challenge in the consortium project, and the merger of the two companies did not automatically resolve it because the IT landscapes have not yet been consolidated. “Basically, each partner wants to use its existing IT systems and methods for design and engineering, if possible, to avoid the cost of acquiring new systems and retraining its engineers,” says Hundemer. “At the same time, however, both partners must ensure the PLM paradigm of single source of truth when collaborating.”
To simplify collaboration, a separate development environment was set up for the MF 19 project at Bombardier’s Crespin site, which in a sense replicates the system and process landscape at Alstom. This makes it easier for the developers of the two consortium partners to synchronize their engineering data, which is particularly helpful in the early development phase with its large number of changes. For the new colleagues at Bombardier, however, it means that they must subsequently integrate the data into their own PLM landscape in order to maintain collaboration with suppliers and to be able to supply the downstream processes in manufacturing and assembly with construction documents.
The PLM landscape at the former Bombardier sites is relatively uniform, with two or three main systems. As the central PLM system, the “Rolling Stock” division uses the Siemens Teamcenter Enterprise (TCE) software, which is gradually being replaced by Teamcenter UA. Enovia 3Dcom, a CAD-related data management system, is also used to manage the CAD models. The mechanical assemblies are normally designed with the CAD system Catia V5 from Dassault Systèmes, which is also used at Alstom.
OpenPDM controls the data import
The data import into TCE or Enovia 3Dcom is controlled via PROSTEP’s PLM integration platform OpenPDM, which the new group division already used for the joint development of the ICE4 with Siemens. “We had good experience with the software during the ICX project and thus knew that it would work well on our side,” says Hundemer. “In addition, we could be sure that we met the EN standards in terms of verification requirements.”
The requirements in the ICX project for Siemens, however, differed significantly from those in the MF 19 project. In the former, OpenPDM supported both the export and import of CAD data and product structures in the ongoing development process, with the Catia files being converted into the neutral STEP format to protect intellectual property. OpenPDM also controlled the reconversion of incoming STEP files from Siemens into Catia format during import. However, in this case the company did not need the complete construction documents, as it only acts as a supplier of certain components. The trains are built by Siemens.
In the MF 19 project, the engineering data from the common development environment is to be integrated into the PLM world of the former Bombardier locations when a certain level of maturity is reached, in order to be able to use it for subsequent processes. For this purpose, they are provided in a coordinated format that OpenPDM can read. The PROSTEP solution imports the CAD and PLM data and maps them to the global data model of former Bombardier, which is quite different from the Alstom data model of the development environment. Part of the metadata moves together with the CAD files into the CAD-related data management, while the other part is created in TCE or updated after changes.
Data is imported at the push of a button
In principle, the import and mapping of data can be fully automated with OpenPDM. However, the former Bombardier team opted for a semi-automated approach in order to avoid having to immediately update every small change in the development in TCE or Enovia 3Dcom. PROSTEP has enhanced the solution so that it continuously compares the version statuses and informs the key users of changes. They can import new data sets or parts of them at the push of a button. OpenPDM also offers the possibility of importing files that have not yet been released, e.g. from long-running components, so that they can be used for request for quotations, for example.
One of the biggest challenges in the OpenPDM project was the mapping of the different data structures, as Hundemer points out. With the help of PROSTEP, however, they were able to overcome these challenges without any problems. Hundemer is very satisfied with the support he received from the collaboration experts: “It is always good to have a partner who understands his product in depth and knows how to implement it at the customer’s site. The people from PROSTEP were always approachable and often the ones who had the solution ready. This made the ramp-up much easier.”
Standard solution for collaboration
Although – as is usual for large companies – a large number of stakeholders and external service providers was involved in the project, whose coordination was also made more difficult by the Corona pandemic, the implementation and testing of the new integration solution, including going live, only took a good six months. The project partners were of course able to build on the experience and preliminary work from the ICX project. The software did not have to be installed from scratch either, because the French locations simply access the existing instance in one of the company’s data centers.
The aim is to provide the departments with a uniform solution for collaboration in joint ventures and consortium projects, as Hundemer concludes. “In the Information Systems department, we have developed a strategy for integrating partners and suppliers into the extended company, in which OpenPDM plays an important role. We will therefore certainly continue to work with PROSTEP.” Possibly, the solution will even be expanded so that in addition to CAD and PLM data, requirements can also be exchanged via OpenPDM in the future.
