stuttgart conference on automotive production

STUTTGART CONFERENCE ON AUTOMOTIVE PRODUCTION

BOOK OF ABSTRACTS

Pre-Week 2-9 November 2020 &Virtual Conference 9-10 November 2020

@ scap2020.arena2036.de

SCIENCE. INDUSTRY. STARTUPS.

Stuttgart Conference on Automotive Production9-10 November 2020Version October 5, 2020

Dr.-Ing. Frieder HeieckDr.-Ing. Philipp WeißgraeberManuel FechterDavid Korte

Research Campus ARENA2036Pfaffenwaldring 1970569 Stuttgart

www.arena2036.descap2020.arena2036.de

http://www.arena2036.de

http://scap2020.arena2036.de

Contents

Preface 7

Scientific Committee 9

Overview of the Scientific Sessions 11

Scientific Sessions 19Session 1: Next Generation

Automotive Production . . . . . . . . . . . . . . . . . . . . 19Session 2: Data Management &

Interoperability . . . . . . . . . . . . . . . . . . . . . . . . 31Session 3: Manufacturing Technologies . . . . . . . . . . . . . . 41Session 4: Logistic Concepts and

Enabling Technologies . . . . . . . . . . . . . . . . . . . . . 51Session 5: Sustainability & Energy

Efficiency in Production . . . . . . . . . . . . . . . . . . . . 61Session 6: Body in White & Painting . . . . . . . . . . . . . . . 69Session 7: Smart Systems & Services in Manufacturing . . . . . 77

List of all authors 87

Note: Please note that the presented titles, abstracts and contribut-ing authors in this book of abstracts might deviate from the final papercontributions published in the SCAP2020 conference proceedings.

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Preface

Welcome to the 1st International Stuttgart Conference on AutomotiveProduction!

As the Covid-19 pandemic is still holding sway, SCAP2020 will be heldas a fully virtual conference on November 9 and 10, 2020. The theme ofthis years’ conference is “Next Gen Automotive Production – Sustainabilitythrough Reconfigurability”. In the past years, great efforts have been madeto realize versatile and resilient production environments, which are able toadapt rapidly to new requirements and product variations on a daily basis.Next to economic advantages, current times also – and maybe more thanever – demand that ecological and social aspects are taken into accountwhen defining technological objectives. With this years’ theme, we wouldlike to address both aspects and invite the audience to reflect on technologyfrom a broader perspective.

In seven sessions, SCAP2020 presents advances in next generation auto-motive production, data management & interoperability, manufacturing tech-nologies, logistic concepts and enabling technologies, sustainability & energyefficiency in production, body in white & painting, as well as smart systems& services. Host of the conference is the Research Campus ARENA2036in Stuttgart, Germany a publicly funded Initiative of the Federal Ministryof Education and Research. The conference is supported by our collabora-tion partners Fraunhofer IPA, the University of Stuttgart and STARTUPAUTOBAHN as well as our knowledge partner IEEE TEMS. With thenew conference format, we want to mirror the broad and interdisciplinaryenvironment of ARENA2036 and present you innovative solutions by au-tomotive R&D departments, research institutes and startups to provideinsight into current fields of action for automotive value creation.

In addition to more than 50 highly relevant scientific papers contributedby researchers and developers from academia and industry, the conferencepresents challenges and visions of future automotive production environ-ments in four excellent keynote speeches. Moreover, six internationalstartups will showcase their products and solutions in a separate pitchsession. Videos of all scientific contributions are available online one weekprior to the conference, so that attendees have enough time to select andview their contributions in advance. During the live conference, all guestsare able to interact with the speakers in order to discuss their work and

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Preface

exchange ideas.We are very grateful for the support of our distinguished experts from

the international Scientific Committee, who made great efforts to selectexcellent contributions and improve the quality of papers by intensive peerreviews.

We have gathered all the abstracts from the conference into this bookto provide an overview of the scientific contributions allocated to sevenconference sessions. We hope that you enjoy this first episode of the SCAPconference series and wish you an interesting reading and fruitful discussions.

Your local organizing team of SCAP2020

David Korte Manuel FechterInstitute of MechanicalHandling and Logistics,University of Stuttgart

Fraunhofer Institute forManufacturing

Engineering andAutomation IPA

Frieder Heieck Philipp WeißgraeberARENA2036 ARENA2036

Research Campus Research Campus

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Scientific Committee

We would like to thank all members of the scientific committee for their greatsupport in arranging the conference and for their insightful reviews. Weare fortunate to have a scientific committee that stands out due to its pro-fessional excellence and that simultaneously represents the interdisciplinarycharacter of the conference as a whole.

Prof. Dr.-Ing.Thomas Bauernhansl

Fraunhofer Institute for Manufacturing Engi-neering and Automation IPA, Germany

Prof. Lionel Birglen Robotics Laboratory, PolytechniqueMontreal, Canada

Prof. Dr.Alexander Brem

Institute of Entrepreneurship in Technology& Science, University of Stuttgart, Germany

Prof. Dr.-Ing.Johannes Fottner

Institute for Logistics Engineering, TechnicalUniversity Munich, Germany

Prof. Bronwyn Fox Deputy Vice-Chancellor, Research and En-terprise, Swinburne University of Technology,Melbourne, Australia

Prof. Dr.-Ing.Kai Furmans

Institute for Material Handling and Logistics,Karlsruhe Institute of Technology, Germany

Prof. Dr.-Ing.Marco Huber

Institute of Industrial Manufacturing andManagement, University of Stuttgart, Ger-many

Prof. Dr.Jeng-Ywan Jeng

Institute of Mechanical Engineering, NationalTaiwan University of Science and Technol-ogy/Taiwan Tech, Taipeh, Taiwan

Prof. Taeseok Jeong Ulsan National Institute of Science and Tech-nology, Republic of Korea

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Scientific Committee

Prof. Dr.-Ing.Bernd Kuhlenkotter

Institute for Production Systems, Ruhr Uni-versity Bochum, Germany

Prof.Antonio M. Lopes

Institute of Engineering, University of Porto,Portugal

Prof. Ole Madsen Institute of Materials and Production, Aal-borg University, Denmark

Prof. Dr.-Ing.Peter Middendorf

Institute of Aircraft Design, University ofStuttgart, Germany

Prof. Dr.Peter Ohlhausen

Fraunhofer Institute for Industrial Engineer-ing IAO, Germany

Prof. Dr.-Ing.Martin Ruskowski

German Research Center for Artificial Intelli-gence, Kaiserslautern, Germany

Prof. Dr.-Ing.Robert Schulz

Institute of Mechanical Handling and Logis-tics, University of Stuttgart, Germany

Prof. Dr.Marcus Strand

Course Manager for Computer Science,Baden-Wurttemberg Cooperative State Uni-versity (DHBW), Karlsruhe, Germany

Prof. Dr.-Ing. Dr. h.c.Michael Weyrich

Institute of Industrial Automation and Soft-ware Engineering, University of Stuttgart,Germany

Prof. Ing., D.Sc.Soumaya Yacout

Industrial Engineering and Applied Mathe-matics Department, Polytechnique Montreal,Canada

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Overview of the Scientific Sessions

Session 1: Next Generation Automotive Production

1.1 Fries et al. Fluid Production Systems (FPS) - novelapproach for versatility in production

p. 20

1.2 Muller et al. Identification of reconfiguration demandand generation of alternative configu-rations for Cyber-Physical ProductionSystems

p. 21

1.3 Trierweiler andBauernhansl

Operative Control of Production Equip-ment in Matrix Structured AssemblySystems

p. 22

1.4 Schopper et al. A User-friendly Assembly Planning Toolfor Assembly Sequence Optimization

p. 23

1.5 Goppert et al. Agile hybrid assembly systems: bridgingthe gap between line and matrix config-urations

p. 24

1.6 Durr et al. Development of an integrated data-driven process to handle uncertainties inmulti-variant production and logistics:A survey

p. 25

1.7 Karcher andBauernhansl

Method for Data-driven Assembly Se-quence Planning

p. 26

1.8 Neb and Scholz A novel approach to generate assem-bly instructions automatically for CADmodels

p. 27

1.9 Klaiber et al. Highly integrative rear end concept ofbattery electric vehicles

p. 28

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Session 2: Data Management & Interoperability

2.1 Eheim et al. On automation along the automotivewire harness value chain

p. 32

2.2 Till andRudolph

Digital Modeling of the Product life-cycle: essentials of 5 years of ZAFHresearch

p. 33

2.3 Karkowski Generic and Scalable Modeling Tech-nique for Automated Processes

p. 34

2.4 Zhao and Cot-tyn

The role of AutomationML within anindustry 4.0 environment

p. 34

2.5 Li et al. An ISA-95-based Middle Data Layer So-lution to Support Data Standardizationfor System Integration in Factory Au-tomation

p. 35

2.6 Kloser et al. Deep Reinforcement Learning for IoTInteroperability

p. 36

2.7 Komesker etal.

Structured information processing as en-abler of versatile, flexible manufacturingconcepts

p. 37

2.8 Ewert et al. A lightweight implementation of theAsset Administration Shell concept forpractical use and easy adaptation

p. 38

2.9 Juarez andLipp

Wireless industrial networks for real-time applications

p. 39

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Session 3: Manufacturing Technologies


3.1 Kaufmann etal.

Selective assembly strategy for qualityoptimization in a laser welding process

p. 42

3.2 Graf et al. A Universal Machine: Enabling DigitalManufacturing with Laser Technology

p. 43

3.3 Walz and Werz A new concept for producing highstrength aluminum line joints in carbody assembly by a robot-guided fric-tion stir welding gun

p. 44

3.4 Nitsche et al. Experimental and theoretical study ondepth of cure during UV post-curing ofphotopolymers used for additive manu-facturing

p. 45

3.5 Dittmann etal.

Simulation supported manufacturing ofprofiled composite parts with the braid-ing technique

p. 46

3.6 Esch et al. Integrated machining, sealing and qual-ity inspection for CFRP components

p. 47

3.7 Helber et al. Multi-robotic composite production ofcomplex and large-scaled componentsfor the automotive industry

p. 48

3.8 Fial et al. Enhancing textile forming using textile-applied strain sensors and segmentedblank holder systems

p. 49

3.9 Liewald andSchenek

Production of thin outer skin car bodypanels by using novel Short CycleStretch-forming (SCS) technology

p. 49

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Session 4: Logistic Concepts and Enabling Technologies

4.1 Ranke andBauernhansl

Evaluation of material supply strategiesin matrix-structured assembly systems

p. 52

4.2 Popp Implementation of a goods-to-man con-cept by means of automated guided ve-hicles and a flexible fleet management

p. 53

4.3 Stillig Novel Autonomous Guided Vehicle Sys-tem for the Use in Intra-Company Lo-gistics

p. 54

4.4 Strametz et al. Increased Agility by Using AutonomousAGVs in Reconfigurable Factories

p. 54

4.5 Mayershoferand Fottner

Towards Artifical Perception for Au-tonomous Mobile Robots in Logistics

p. 55

4.6 Korte Concept of a safety-related sensor sys-tem for collaboration between humanand automated guided vehicles

p. 56

4.7 Hofmann Safety and operating concept for collab-orative material flow systems

p. 57

4.8 Otto et al. Merging compliant safe collaborativeand high-accuracy operations in indus-trial robots: a model predictive con-troller for adaptive behavior

p. 58

4.9 Hesslein et al. Industrial Indoor Localization: Improve-ment of logistics processes using locationbased services

p. 59

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Session 5: Sustainability & Energy Efficiency in Production


5.1 Kaymakci andSchneider

FlexPress - An implementation of en-ergy flexibility at shop-floor level forcompressed-air applications

p. 62

5.2 Al Assadi et al. Automated environmental assessmentvia an asset administration shell

p. 62

5.3 Leberle andWeigelt

Economic feasibility of highly adaptableproduction system

p. 63

5.4 Block et al. Developing Technology Strategies forFlexible and Changeable AutomotiveProducts and Processes

p. 64

5.5 Reisinger et al. A novel ‘Automated Hardware UpgradeService’ for Manufacturing Systems

p. 65

5.6 Anzolin andAndreoni

Robotising, but how? Organisationalinnovation and heterogeneity in the useof digital production technologies. Evi-dence from Japanese and German com-panies in the automotive sector.

p. 66

5.7 Stahl andMesa Cano

New approaches for business model in-novation in manufacturing equipmentcompanies

p. 67

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Session 6: Body in White & Painting

6.1 Todtermuschkeet al.

The fully flexible body shop - a holisticapproach for the vehicle production oftomorrow

p. 70

6.2 Till et al. Automated generation of clamping con-cepts and assembly cells for car bodyparts for the digitalization of automo-bile production

p. 71

6.3 Birkert andNowack

Adjustable Hemming Die p. 72

6.4 Facciotto et al. Modelling Defects of Unhardened Ad-hesives Resulting from Handling andWarpage: Viscous Fingering

p. 73

6.5 Guttler et al. A self-programming painting cell �Self-Paint�: Simulation-based path genera-tion with automized quality control forpainting in small lot sizes

p. 74

6.6 Preiß et al. Less chemicals and more power: PulsedElectric Field (PEF) treatment for re-duction of microorganisms. A biocide-free bath maintenance method in pre-treatment of dip coating plants.

p. 75

6.7 Brag and Ro-chowicz

Safety in electromobility – Technicalcleanliness between the poles of designrequirements and efficient production

p. 76

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Session 7: Smart Systems & Services in Manufacturing


7.1 Sarivan et al. Deep Learning Enabled Real Time InSite Quality Inspection Based On Ges-ture Classification and Force Estimation

p. 78

7.2 Taha et al. Robotic Arm’s Anomalies and Degrada-tion Monitoring and detection by UsingMachine Learning

p. 78

7.3 Moosmann etal.

Using Deep Neural Networks to Sepa-rate Entangled Workpieces in RandomBin Picking

p. 79

7.4 Khalid et al. Automatic gripping point generation forvacuum grippers for Random Bin Pick-ing

p. 80

7.5 Abicht et al. Operator emulation through robot cellsenables a highly flexible automation ofsecondary activities on machine tools

p. 81

7.6 Kim et al. Flat knitted sensory work glove for pro-cess monitoring and quality assurance

p. 82

7.7 Aboelhassan etal.

A Framework for Digital Twin Deploy-ment in Production Systems

p. 83

7.8 Herlyn The smart factory and the unique digitalorder twin

p. 83

7.9 Tasci et al. Predictable and real-time message-basedcommunication in the context of controltechnology

p. 84

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Session 1: Next GenerationAutomotive Production

This session focuses on new concepts for automotive produc-tion systems encountering the demands of volatile marketsand further increasing product variants. This session alsoconsiders new approaches for optimized assembly planningand production control as well as the introduction of newvehicle concepts.

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Scientific Sessions

1.1 Fluid Production Systems (FPS) - novel approach forversatility in production

Christian Friesab, Michael Trierweilerab, Daniel Rankeab, AnwarAl Assadiac, Hans-Hermann Wiendahlab, Petra Foith-Forstera,Manuel Fechtera, Thomas Bauernhanslab

aFraunhofer Institute for Manufacturing Engineering and Automation IPA,

Stuttgart, GermanybInstitute of Industrial Manufacturing and Management IFF, University of

Stuttgart, GermanycARENA2036 Research Campus

Volatile market demands, further regionalization of markets, ever-shorteningproduct and innovation cycles as well as an ongoing personalization of prod-ucts increase the need for adaptable production systems. More than ahundred years after the start of mass production, alternative productionsystems are required to go beyond the current state of the art concern-ing adaptability, flexibility and re-configurability to market changes anddemands.

This paper shall outline the method to design and appropriately useFluid Production Systems (FPS) in manufacturing. The basic idea behindFPS lies within their possibility to dynamically adapt and change alllogistic and production processes based on the comprehensive applicationof cyber-physical production systems (CPPS) and thus enabling ongoingchange in setup, configuration and product scope. The processes aretherefore continuously assessed, benchmarked and re-configured matchingthe functional capabilities of production and logistic resources to the actualrequirements originating from products and external influencing factors.

Within this paper, the Fluid Production System is described in detail. Fordifferentiation from conventional production systems, the FPS is comparedto actual production systems such as the Matrix Manufacturing System(MMS), Dedicated Manufacturing Lines (DML) and Flexible ManufacturingSystems (FMS). Core hypotheses of the structural setup and correspondingprocess specifications in FPS are established and qualitative decision criteriato define suitable application areas for FPS are defined. The paper closeswith an outlook into preliminary results from industrial implementationprojects, best practices and lessons learned.

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1.2 Identification of reconfiguration demand and generation ofalternative configurations for Cyber-Physical Production Systems

Timo Mullera, Simon Waltha, Nasser Jazdia, Michael Weyricha

aInstitute of Industrial Automation and Software Engineering IAS, University of

Stuttgart, Germany

The frequency of changes in production requirements is continuouslyincreasing due to shorter product life cycles. This leads to an increasedreconfiguration demand during operation. The future of industrial automa-tion will be dominated by Cyber-Physical Production Systems (CPPS),which offer many promising potentials, especially up-to-date models toperform reconfiguration management in a self-organized manner. How-ever, the question arises how to utilize this potential for a self-organizedreconfiguration management.

Therefore, a basic concept for a self-organized reconfiguration manage-ment is presented, which covers a methodology containing the four steps:identification of reconfiguration demand, generation of alternative configura-tions, evaluation of configurations, and the selection of a new configuration.This contribution focuses on the first two steps: The identification of re-configuration demand and the generation of alternative configurations. Atfirst, the literature concerning these two steps is presented.

Then the methodology and the information modeling which utilizes thePPR-concept by the means of formalized process description, are presented.To identify the reconfiguration demand a comparison between the targetproduction and the actual configuration of the CPPS is conducted. In case,that the target production cannot be transacted by the current configuration,the generation of alternative configurations takes place.

Within the generation of alternative configurations, firstly alternativeconfigurations at machine level are generated by the Cyber-Physical Pro-duction Modules (CPPMs) based on the given production requirements.Then different alternative production sequences are determined by mappingthe CPPMs to production steps based on the resulting set of possibleCPPM configurations and are subsequently located within the layout of theCPPS. This forms the basis for the simulated optimization and selection ofconfigurations, which is presented within future work.

To evaluate the concept, an agent-based implementation is given, whichutilizes an OPC-UA controlled modular production system with a matrixlayout, simulated in Unity as a substitute CPPS. In the end a conclusion isgiven.

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Scientific Sessions

1.3 Operative Control of Production Equipment in MatrixStructured Assembly Systems

Michael Trierweilera, Thomas Bauernhansla



Stuttgart, Germany

Since the introduction of the assembly line in production around 100years ago, the principal of mass and series production has not changedmuch. However, in the last decades more individualized products lead tohigher product variants, which challenge ordinary rigid linked assemblylines. To provide a higher adaptability on changing product variants andvolumes, in manufacturing as in assembly, the concept of matrix structuredproduction is developed. Here, the equipment of the production system iscomposed of various process modules, which provide the needed functions.Depending on the needed functions, the work pieces literally search by andby their way through the production.

The process modules themselves consist of one or more stations, whichprovide the process functionalities. Assuming that these stations can bedistributed to the various process modules in a short time, this productionstructure offers a high changeability during operation. Furthermore, thehypothesis can be stated, that a matrix production system for each pro-duction plan can be configured in an optimal way, depending on the setproduction targets, whereas the benefit of the reconfiguration exceeds theneeded effort.

Through the high degrees of freedom a matrix production system offers,finding this optimal configuration of the equipment can be seen as a com-plicated task. Since so far no method exists, this paper gives an overviewof the task and sketches an approach of how to find and realize an optimalconfiguration of production equipment during operation of the productionsystem.

Finally, the needed research to realize that approach is outlined. Here,the restrictions and boundary conditions are assessed. Furthermore, itis discussed, how the core element of the method – finding the optimalconfiguration – can be realized. Finally, it is examined where to implementthe method in the production organization.

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1.4 A User-friendly Assembly Planning Tool for AssemblySequence Optimization

Dominik Schoppera, Claudia Tonhausera, Stephan Rudolpha

aInstitute of Aircraft Design, University of Stuttgart, Germany

In order to maintain competitiveness, companies are continuously explor-ing ways to reduce manufacturing costs and optimize production quality.The systematic rationalization in the manufacturing sector has shifted thefocus of cost generation to assembly. Today, companies face the challenge ofreducing assembly costs, which account for 50-70% of total manufacturingcosts. An automation level as it applies in the manufacturing sector is so-phisticated, since assembling geometrically complex components is difficult.Analyses confirm that in many cases considerable reserves are not fullyexploited yet.

The presented work takes up this problem and offers an approach toexploit the full potential of the assembly process. Digitalization offers newopportunities to significantly improve the quality of planning, adaptationand optimization of assembly processes through direct human machineinterfacing. The suggested approach allows for the replanning of the as-sembly process and its supplementation with alternative assembly paths.Since multiple valid assembly sequences usually exist for one and the sameproduct, differing sequences are optimal depending on the optimizationgoal (e.g. time or costs). In this context, an automated assembly pathanalysis should enable the identification of a time-optimal sequence.

The implementation is realized using graph-based design languages asmodeling framework. This allows an easy integration of the assemblyplanning process into the digital design process. The possibility of genericmodeling in the design language enables a uniform and unique representationof all assembly sequences. During the modeling process the level of detail canbe freely defined by the user. Afterwards the design language is translatedinto a design graph by a compiler. This graph contains all user-definedassembly priority plans and serves as a data basis for optimization. Due tothe graphical representation, established graph algorithms can be executedto find an optimum.

Eventually a graphical user interface was implemented to facilitate theinput of the possible assembly processes. In combination with the designlanguage a user-friendly assembly planning tool is created.

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Scientific Sessions

1.5 Agile hybrid assembly systems: bridging the gap between lineand matrix configurations

Amon Gopperta, Esben Schukata, Peter Burggrafab, Robert H.Schmitta

aLaboratory for Machine Tools and Production Engineering (WZL), RWTH

Aachen University, Aachen, GermanybChair of International Production Engineering and Management (IPEM), Uni-

versity of Siegen, Germany

The ongoing transition towards electromobility demands for increasedreactivity and reconfigurability in automotive assembly. However, thetraditional line assembly, which is characterized by rigid cycle times andlinear product flow, has already been driven to its flexibility limits. Driversare the increase of product changes as well as of variants and derivativeswithin assembly lines. To further increase reactivity and reconfigurability,matrix structured assembly configurations are a possible solution. Severalstudies highlight the theoretical advantages, but it has not been appliedand validated in industrial use-cases, due to the high transformational gapbetween line and matrix configurations. In contrast, segment-wise line-lessstructures show a high potential for this.

A use-case oriented approach improves reactivity and reconfigurabilityby implementing an agile hybrid assembly system that combines the advan-tages of line and matrix structured assembly system. Three fields of actionare presented: The first deals with reconfigurable infrastructures, whichcomprises of short-term dispatching intralogistics and a flexible layout,facilitated by AGV transport routes and reconfigurable self-adaptive work-stations. The second field of action consists of flexible planning and controlsoftware modules. Within the planning phase, an automated scenarioanalysis is performed for optimization by applying simulations. Duringthe production phase, the simulated model is re-used for the operationof a dynamical multi-agent manufacturing execution system with onlinescheduling algorithms. The third field of action compromises a systemmodel that is an underlying fully integrated digital twin. Control interfacesintegrate the infrastructure into the manufacturing execution system toenable rapid system changes.

The presented hybrid system contributes to the design of future assemblysystems by showing which aspects of line and matrix configurations can becombined to have a beneficial impact on a broad spectrum of productionscenarios. By considering all relevant fields of action in a holistic way andby analyzing a hybrid configuration, the arising challenges for producingcompanies are addressed in a practical and functional manner.

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1.6 Development of an integrated data-driven process to handleuncertainties in multi-variant production and logistics: A survey

Simon Durrab, Matthias Kauffmannb, Raphael Lamprechtc, JorgWinterb, Heinz Alexyb, Marco Hubercd

aInstitute of Industrial Manufacturing and Management IFF, University of

Stuttgart, GermanybDr. Ing. h.c. F. Porsche AG, Stuttgart, GermanycCenter for Cyber Cognitive Intelligence CCI, Fraunhofer Institute for Manufac-

turing Engineering and Automation IPA, Stuttgart, GermanydInstitute of Industrial Manufacturing and Management IFF, University of

Stuttgart, Germany

A key differentiator in customer satisfaction in the automotive industryis offering the choice of high-dimensional possibilities to customize anindividual vehicle. In figures more than one billion variants in the luxurysegment. Innovative data-driven processes are necessary for the planningand handling of vehicles in production and distribution in order to guaranteeindispensable factors such as stability, flexibility and transparency acrossthe entire supply chain and to deliver the right vehicle to the right place atthe promised time.

Highly complex business environments, multi-variant products, trendswith effects on distribution networks and future mobility concepts confrontmanufacturers with new challenges. This paper provides a survey of cur-rently used methods and technologies to handle the previously mentionedchallenges in the area of the customer order management of an automotivemanufacturer. A specific field of research is the concept of planned ordersderived from early anticipated customer requirements and its utilizationthroughout the entire planning and order management process. In additionto the higher-level and holistic approaches for achieving integrated planningof sales and production programs and the resulting material requirements,artificial intelligence methods are investigated with regard to the concept ofthe planned orders. For this purpose, various already existing approachesto anticipate planned orders, to simulate scenarios as well as algorithms tomatch real customer orders to planned orders are examined.

In conclusion, this paper provides a survey of state of the art methodsregarding artificial intelligence linked to current research on agile produc-tion systems. In this context the possibility to prepare an automotivemanufacturer for the advancing digitalization and globalization is evaluatedin order to establish stable data-driven processes to get a manufacturerready for the coming years despite existing uncertainty.

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Scientific Sessions

1.7 Method for Data-driven Assembly Sequence Planning

Susann Karchera, Thomas Bauernhanslab



Stuttgart, Germany

In many manual assembly systems there is great potential for optimization,especially when products in small quantities, high variants or with highcomplexity are produced. The more often the assembly is changed, thegreater the potential.

The main reason is the still high effort required for assembly planning.Especially in today’s challenging and volatile environment, classic assemblyplanning often reaches its limits. As a result, assembly systems are oftennot planned in sufficient detail. The consequence is lack of transparency:Workers in assembly do not get clear work instructions and planners do notget feedback from assembly.

There are approaches to reduce the effort required for assembly planningmeeting the challenge from two sides: On the one hand, there are approachesto further integrate assembly planning with previous processes, such asproduct development. On the other hand, there are approaches thatoptimize the processes from an assembly perspective.

This paper focuses on a method to optimize assembly sequence planningbased on actual data. Data is collected, for example, via sensors in the as-sembly area. Afterwards different runs of the assembly process are analyzed.Then, an algorithm derives the best practice to assemble the product. Bestpractice describes the assembly process that leads to the fastest assembly.The method fits into a methodology to transfer benchmarking to manualassembly and can be used for an one-time optimization project as well asfor continuous optimization. The results generated in the algorithm arethen made available to workers and planners.

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1.8 A novel approach to generate assembly instructionsautomatically for CAD models

Alexander Neba, Johannes Scholza


Stuttgart, Germany

For the distribution of consumer and industrial goods, every companyis obliged to provide assembly instructions. For the consumer goods mar-ket, for example, the German Civil Code defines that defective assemblyinstructions must be declared as a material defect. However, the creationof comprehensible and defect-free assembly instructions is still a very time-consuming manual process, which must be determined in an extremelytime-consuming procedure. Nonetheless, assembly instructions are morethan just obligatory documents. They are also required in places wherethey are not prescribed. For example, assembly instructions are needed inproduction to pass on assembly knowledge to the assembly operators. Here,it often turns out that this knowledge is either not available or can only beused to a limited extent.

The two key elements of an assembly instruction are the assembly sequenceand the visual illustrations. Currently, the assembly sequence is determinedmanually by the designers based on their personal experience, whereasillustrations are generated with costly software tools which are not evenable to check the feasibility of the planned instruction. This work presents anovel approach to generate assembly instructions directly and automaticallyfrom CAD models of the designers. For this purpose, the commercialCAD software SolidWorks was extended by a Macro Tool. All necessarydata to generate an assembly instruction are extracted from the CADmodel. The extracted data are assembly features, stability and geometricrestrictions, subassemblies and assembly directions. Based on this data, theassembly operations are evaluated with a fitness function which includesthe attributes like tool changing costs or distances of assembly paths. Thewhole assembly sequence optimization process was modeled as a TravellingSalesman Problem. After the ideal assembly sequence was found by theMacro Tool, this tool also generates matching visualizations of the assemblyoperations based on the CAD model. The approach was validated by threedifferent models, an assembly benchmark, a single-cylinder engine and agear box.

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Scientific Sessions

1.9 Highly integrative rear end concept of battery electricvehicles

Dominik Klaibera, Philipp Kellnera, Matthias Biegerlb, GabrieleGorbachb, Thomas Gotzc, Marco Schneiderc

aPorsche AG, Weissach, GermanycElringKlinger AG, Dettingen/Erms, GermanyeFraunhofer Institute for Manufacturing Engineering and Automation IPA,

Stuttgart, Germany

The current challenge to meet climate targets primarily involves thereduction of CO2 emissions in all industrial sectors. This problem wasalready addressed previously by the HigHKo project of a mass-reduced rearend for a battery electric vehicle to achieve substantial weight reductionthrough functional integration of all components, such as the battery housinginto the body structure.

Existing vehicle structures have always been designed according tolightweight principles. Hence, additional weight savings require new con-ceptual approaches to reduce component weight via functional integrationand multi-material design.

In the framework of the project, functional mass analysis is applied tosystematically describe where mass reduction and functional integrationcan meaningfully be implemented. This implementation leads to conceptsof composite designs of different metallic and polymeric materials. Giventhe current lack of experience concerning multi-material composites, aprocedure for a knowledge-based application of suitable production andparticularly joining technologies is elaborated for the development process.

Specifically, three main components are redesigned: battery system,chassis and bodywork. At the example of the battery system, the tightenedrequirements, the highly integrative concepts and their production-relatedimplementation are demonstrated.

The newly developed Delta-Wing demonstrator made of fiber-reinforcedplastics contains various functional components that are placed on a sup-porting structural element as part of a battery module. This demonstratorcomprises a crash-resistant power line between battery and body, leaktightness as well as integrated metallic current carrying and conductingelements. It also fulfills thermal management requirements.

During the project, the production technology for this hybrid Delta-Wingcomponent is developed and implemented. The manufacturing conceptensures economic profitability of multi-material design due to its serialproduction capability. The concept relies on a single-shot injection moldingprocess so as to integrate both metallic components and components based

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on organic sheets.Thus, a significant weight reduction of the overall system can successfully

be achieved through innovative structural integration and the demonstrationof manufacturing feasibility.

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Session 2: Data Management &Interoperability

This session addresses product management for connectedindustries. It combines technologies from the product andproduction domain, new concepts for wireless communica-tion as well as semantic technologies for data interoperability.The session ends with the introduction and outlook into theall new assembly administration shell concept implementedat ARENA2036.

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2.1 On automation along the automotive wire harness valuechain

Marc Eheima, Dennis Kaisera, Roland Weila

aIILS mbH, Trochtelfingen, Germany

Today, the wire harness represents the second most expensive part ofan automobile and its complexity is expected to grow further. The asso-ciated wire harness value chain typically starts with the definition of theboundary conditions set by the original equipment manufacturer (OEM)with contractual specifications: A) predefined electrical circuit diagrams,B) the design space definition and C) dedicated component selections. Itends typically with the delivery of the designed and manufactured wireharness by the supplier to the OEM using just in-time and just in-sequence(JIT/JIS) logistics.

Due to the high complexity and intensive coupling with all other complexparts in an automobile, such as control systems, navigation and infotainment,only the design, manufacturing planning and organisational tasks haveremained in Europe, often in close proximity to the OEM. Due to the pricepressure in global competition, the simple(r) manual wire harness assemblywork has often been relocated into low wage countries, potentially thousandsof miles away, turning the JIT/JIS delivery logistics into a nightmare.

The current status quo of wire harness design and manufacturing isa mainly manual process chain of A) manual wire harness architectureselection, B) manual virtual 3D wire harness generation , typically in aso-called ”cable workbench” module in a CAD-system. Downstream, themanual wire harness manufacturing process steps lead to a full-scale 2Dformboard master plan for the manual wire harness assembly in a potentiallyfar away country. Depending on the size and complexity of a wire harness,the whole development cycle may take up to 2 years (e.g. A380 wireharness).

Using the results of the European ITEA3-Project IDEALISM, it will beshown how the complete automation of virtual 3D wire harness generationcan be achieved using graph-based design languages. Furthermore, anoutlook on the upcoming manufacturing automation of wire harnesses in adigital factory twin will be given.

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2.2 Digital Modeling of the Product life-cycle: essentials of 5years of ZAFH research

Markus Tilla, Stephan Rudolphb

aRavensburg-Weingarten University, Ravensburg-Weingarten, GermanybInstitute of Aircraft Design, University of Stuttgart, Germany

Graph-based design languages in UML (Unified Modeling Language)are a new approach to the digital modeling of product designs. In de-sign languages, the individual concepts (i.e. the ”vocabulary”) representreusable and freely (re-)combinable language building blocks. The assemblyknowledge about the product (i.e. the ”rules”) are executed as languageoperations on the vocabulary. Graph-based means that the vocabulary arerepresented as nodes in a graph and serve as placeholders (i.e. abstractmodels) for real objects, processes or states.

The object-oriented data model of the UML used for the representationof graph-based design languages originates from software engineering. Itallows to represent the entire product knowledge along the product lifecycle, i.e. to represent product requirements, design parameters and productfunctions during the development and the manufacturing and assembly ofthe product. The UML is internationally standardized and the productrepresentation in UML may be further processed on an abstract level bymeans of machine-executable model transformations (i.e. the ”rules”).Finally, the holistic data model in UML is transformed into the domain-specific language representations (DSLs) of the analysis programs (MBS,FEM, CFD, ...). This achieves a clear separation between the abstractknowledge representation in the form of graph-based design languages inUML and the dedicated domain-specific product representations in diverseprograms and data formats of various software vendors.

From the results of the 5-year ZAFH research project ”Digital ProductLifecycle” (DiP), see https://dip.rwu.de for details, the design languagedevelopment in UML for the entire product lifecycle is illustrated usinga car front hood as an example. Besides the design and the functionalverification, the production planning, factory layout and assembly sequenceare automatically generated and simulated. The ”level of detail” achievablein the digital factory simulation extends to the virtual commissioning.The ZAFH research project ”DiP” thus represents an important furtherevolutionary step towards the transdisciplinary modelling of engineeringdesign and manufacturing knowledge along the product life cycle.

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2.3 Generic and Scalable Modeling Technique for AutomatedProcesses

Martin Karkowskia

aZentrum fur Mechatronik und Automatisierungstechnik gGmbH, ZEMA, Saarbrucken,

Germany

Modularity, adaptability and integration of new technologies like HumanRobot Cooperation (HRC) helps in facing the major challenges posed bythe increased product variants with shortened life cycles and fluctuatingmarket conditions of the automotive industry. However, utilizing themrequires strong software support and complicates the already demandingplanning and implementation of an assembly system.

The strong dependency on software creates a new void in the planningand implementation processes. Usually the programmer, not the processowner, fills this void based on his knowledge. This results in frequentand resource intensive adaptations during commissioning due to implicitknowledge and requirements during the development process. This paperpresents a lean approach for implementing an adaptable assembly system.Our approach combines an abstract process description, a virtual modelof assembly system and a standardized control system which enables therealization of an assembly system. Our modelling technique helps a processowner to develop robust assembly systems. Also, it enables the design of aprocess and supports in obtaining the corresponding boilerplate code neededto execute the process on a standard hardware utilized by the industry.This is demonstrated and tested by means of a HRC underbody assemblyprocess in vehicle assembly under realistic conditions in a demonstratorfactory.

2.4 The role of AutomationML within an industry 4.0environment

Jiaqi Zhaoab, Johannes Cottynab

aDepartment of Industrial Systems Engineering and Product Design, Ghent Uni-

versity, BelgiumbIndustrial Systems Engineering (ISyE), Flanders Make, Belgium

AutomationML has been regarded as an open neutral data exchangeformat for the digital twin of automation systems since it was initiated in2006. As time passed by, AutomationML has been used in many differentareas in all kinds of application aspects. However, there is no comprehensiveacademic review on the research and application progress of AutomationML

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since the initiation of AutomationML concept. According to the studyand analysis of AutomationML related research papers, this paper givesa detailed classification and analysis of the current research status ofAutomationML. Since AutomationML came to public in 2008, nearly 200AutomationML related papers have been published by different authors,at different affiliations and in different countries. This paper will not onlymake a conclusion of the publish amount ranking of relevant countries,affiliations and authors, but also give an overview of the popularity rankingof relevant academic conferences and journals. Besides, the research progressof all the AutomationML based research aspects is elaborated in this paper.For example, some of the papers are related to AutomationML basedmodeling, which includes automation system modeling, control systemmodeling, communication system modeling, product modeling, processmodeling, resource modeling, simulation modeling, etc. Some of the papersare related to data exchange between software in the same area, such as dataexchange between different 3D modeling software, between different logicalprogramming software, between different simulation software, etc. Someof the papers are about the data exchange between AutomationML andother formats, the formats are like OPC UA, Asset Administration Shell,ISA 95, SysML, etc. According to the analysis results of AutomationMLrelevant papers, conclusion and outlook of the research and application onAutomationML are illustrated in the end.

2.5 An ISA-95-based Middle Data Layer Solution to SupportData Standardization for System Integration in FactoryAutomation

Chen Lia, Soujanya Mantravadia, Casper Schoua, Hjalte Nielsena,Ole Madsena, Charles Møllera

aDepartment of Materials and Production, Aalborg University, Denmark

In order to achieve fast production and seize market share, manufactur-ers need to integrate business and manufacturing processes quickly andefficiently. One of the major challenges is how to smoothly reconstruct,aggregate and standardize data from the various systems (e.g, ERP system,MES, IoT platform) without interference with the existing business ormanufacturing processes. This paper presents a middle data layer that isdesigned and implemented based on the ANSI/ISA-95 industrial standard.The proposed middle data layer helps to extract key information of manu-facturing operations and control systems and business systems based onthe mentioned standard, and standardize and formalize the data structure.We expand the above idea into four directions. First, we give a general

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view of a role-based equipment hierarchy cross different levels, i.e., Business,Manufacturing, Control, and the actual process. The purpose is to havean overview of what kind of activities should be considered for building amiddle data layer from different levels. Second, we analyze the automationpyramid and try to restructure the traditional hierarchy levels by intro-ducing the ISA-95 middle layer. Third, we identify the key objects andactivities among those levels based on ISA-95 standards. By categorizingthe data source, i.e., transaction data and master data, and data flows, wedesign the data architectures and explain how to formalize and standardizethe master data and operation data. A case study is designed based on theintegration of Odoo ERP, AAU MES and IIoT platform (i.e., Thingworxplatform) by using the proposed ISA-95 middle data layer. The resultsshow the middle data layer enhances the interoperability of manufacturingsystems and create a universal standardized data structures for systemsintegration of factory automation.

2.6 Deep Reinforcement Learning for IoT Interoperability

Sebastian Kloserac, Sebastian Kotsteinb, Timo Zerrera, Chris-tian Deckerb

aDXC Technology, Boblingen, GermanybReutlingen University, Boblingen, GermanycHAVEN e.V., Hamburg, Germany

Interoperability is an important topic in the field of Internet of Things(IoT), since it is a critical success factor for realizing novel IoT applica-tions involving connected sensory devices, actors and other components.The term interoperability refers to the ability of two or more componentsto communicate and interact with each other to achieve a common goal.As the field of IoT is coined by a multitude of different communicationprotocols, data formats, and standards, an IoT setup often involves manydifferent components that are not automatically interoperable to each other.In order to integrate these heterogeneous components into a uniform IoTenvironment, protocols and data formats must be adapted manually, whichleads to a time-consuming task with a high manual effort. Considering thatlarge IoT setups may consist of hundreds or even thousands of differentcomponents, a manual adaptation of different protocols and data formats isoften not practical. Instead, we want to automate this integration processby learning and adapting the communication interfaces of components withDeep Reinforcement Learning (DRL). DRL is an actively investigated fieldof Machine Learning, which allows to design systems that autonomouslydevelop complex control strategies based on simple reward signals. Recent

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successful applications of DRL include learning computer games, strategygames, robot control and autonomous driving. One very promising researchdomain is focusing on DRL systems with unstructured information as ob-servations like in text-based games. In a collaboration between the HermanHollerith Zentrum and DXC Technology, we investigate the application ofDRL to achieve IoT interoperability. In this paper, we present the currentstage of our research program. We present our methodological approachto frame IoT interoperability as a Reinforcement Learning problem withtext-based observation spaces and use an early prototype to demonstratethe ability to learn and adapt a RESTful interface based on a predefinedtask.

2.7 Structured information processing as enabler of versatile,flexible manufacturing concepts

Simon Komeskeraf , Wolfgang Kernbg, Achim Wagnerc, MartinRuskowskicdf , Thomas Bauernhansleg

aVolkswagen AG, Wolfsburg, GermanybAUDI AG, Ingolstadt, GermanycGerman Research Center for Artificial Intelligence, DFKI, Kaiserslautern, Ger-

manydTechnologie-Initiative Smart Factory KL e.V., Kaiserslautern, GermanyeFraunhofer Institute for Manufacturing Engineering and Automation IPA,

Stuttgart, GermanyfTU Kaiserlautern, GermanygGSaME, University of Stuttgart, Germany

Automotive production systems face the challenge to produce models andbrands with different drive concepts and individually configured equipmentvariants in a highly efficient way. Searching potentials to increase produc-tivity, the continuously optimized production concept of the assembly lineis being questioned. Efficient alternatives to the rigidly linked material flowcan only be successfully implemented, if the previously rigid informationand control processes are designed as structured dynamical control loops.

Studies on modular assembly systems in automotive industry have demon-strated potential for productivity gains through the implementation of analternative, value-add-oriented process organization. A corresponding de-sign for other areas, like the body shop, has already been indicated, buthas not yet been planned for an entire factory. The rigid concatenation ofmechanical production processes is the limiting factor; first, for an efficientimplementation of product individualization and second, for a highly avail-able robust production, which could optimize the overall factory production

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flow.Rising degrees of freedom in material flow control associated with more

flexible production flow increases the complexity of the overall productionsystem. Decision support for humans by planning systems with integratedcontrol logic is thus a decisive factor for mastering complexity. At the sametime, it creates the basis for implementing the vision of an autonomousand self-regulating factory. In order for this development to reach the nextlevel of maturity, technological innovation must be made feasible on thefactory floor. The overall performance of individually operating subsystemswithin complex IT system architectures is not sufficient. Only the searchfor cross-system optima will lead to acceptable overall system performance.This requires a cross-system information and communication model thatcan perform holistic information-based control on factory level. A struc-tured ”AI-based Jidoka” is proposed, an application of nested, intelligentcontrol loops which support humans in experience-based decision makingof dynamical production planning problems and derive reconfigurationmeasures.

2.8 A lightweight implementation of the Asset AdministrationShell concept for practical use and easy adaptation

Daniel Ewerta, Thomas Junga, Thomas Stiedla

aRobert Bosch GmbH, Renningen, Germany

The ARENA2036 is a joint research campus incorporating productionassets from different industrial and academic partners. To allow the im-plementation of cross-partner value streams and work flows, a commonmiddleware for online date exchange and asset operation is mandatory. Weimplemented a generic and lightweight middleware which

follows the concept of Asset Administration Shells as specified by theplatform i4.0. However, to allow for easy adaption and setup by a diverserange of partner we simplified modelling requirements and the complexity ofthe actual data exchange. The result is a specification for the self-descriptionof an asset’s capabilities in form of submodels

and a convention on how to map this self-description onto MQTT. Ad-ditionally we integrated means for online discovery and state monitoringof all connected assets.The paper details the developed specification andconventions, and presents examples for successfully operating use cases atthe ARENA2036.

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2.9 Wireless industrial networks for real-time applications

Jorge Juareza, Stefan Lippa

aFraunhofer Institute for Integrated Circuits IIS, Erlangen, Germany

One of the biggest challenges currently facing the industry is to makelogistics and production systems more flexible. Technological advances areenabling a variety of new application scenarios, such as safe and efficienthuman-robot collaboration. In order to adapt rigid, outdated factoryconcepts to the requirements of the future smart factory, retrofit measureson existing machines and plants are necessary. An important buildingblock for the modernization of factories is the networking of all automationcomponents. This will enable the constant exchange of information betweenthe participants, also in view of the new increased requirements. Wirelesscommunication technologies play a major role in expanding the mobilityand agility of sensors and actuators. This is because, they can be operatedwithout the need for a fixed connection between the radio base and theradio node, allowing operation in harsh factory environments. In particular,wireless technologies are needed that are reliable and support deterministiccycle times in the range ¡ 1 ms. This paper presents an overview of the stateof the art in real-time radio technologies. The focus for this lies on currentdevelopments in the standard developing organizations 3GPP (RAN 1 –Working Item URLLC), ETSI (DECT Working Group URLLC) and IEEE(801.11be Extremly High Throughput). At the same time, will be the novelreal-time radio technology – UWIN – presented, at which Fraunhofer IISis currently working among others in the research projects IoT-COMMsand IC4F. UWIN can be used as a wireless extension or as an equivalentreplacement for wired fieldbuses. Analogous to the topology of a fieldbussystem, the radio base serves as a gateway to the wired infrastructure or forcontrol. In addition, the time synchronization of up to one hundred mobileradio nodes is also controlled with guaranteed, extremely short cycle times.The radio system can adapt to any frequency band and focuses on packettransmission of telegram sizes ≤ 35 bytes in license-free bands.

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Session 3: Manufacturing Technolo-gies

This session focuses on manufacturing technologies, suchas joining technologies e.g. the appropriate use of laser inmanufacturing, additive manufacturing and composite mate-rials.

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3.1 Selective assembly strategy for quality optimization in a laserwelding process

Manuel Kaufmanna, Marco Huberab, Ira Effenbergera


Stuttgart, GermanybInstitute of Industrial Manufacturing and Management, University of Stuttgart,

Germany

To achieve the best possible product quality in assembly processes and tocompensate existing geometrical variation of components, methods such asselective assembly are suitable. Since the components’ deviations propagatetowards the final assembly, it is possible that tolerance specifications areexceeded and product functions might not be fulfilled. By a dedicatedselection of components, assembly deviations can be minimized. In thispaper, the selective assembly approach is studied on an industrial use caseconsidering economic aspects by using an AI-based method. For an efficientsolution, the number of parts from each component is kept small in order tominimize the necessary physical part storage. Moreover, scrap rates shouldbe decreased by minimizing the number of remainder parts that are notassigned to an assembly partner.

The selective assembly approach is studied for a laser welding processof two injection-molded plastic parts, a cover attached to a housing. Eachpart has individual geometrical deviations caused by the production process.Both the joining process and the assembly functionality are affected bythe components’ deviations. Due to aligning the laser beam to a nominalwelding path, the melting zone can be displaced and might cause a faultyseam. Consequently, this causes decreased mechanical properties like tensilestrength of the joining, which impairs corresponding product functions.Here a new approach called virtual assembly is used in order to simulatethe physical assembly, considering the holistic geometrical information ofthe parts.

A set of 24 housings and 24 covers is measured using computed tomog-raphy. By performing the virtual assembly, the histogram of deviationsin the range of the welding zone is derived. A specific material surplus inthe welding zone is required, that forms the welding seam. Consideringthe histogram of all negative deviations, a potential physical penetration ofhousing and cover is revealed. Then optimal combinations are determinedusing a global optimization approach with genetic algorithms.

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3.2 A Universal Machine: Enabling Digital Manufacturing withLaser Technology

Thomas Grafab, Volkher Onuseitab, Max Hoßfeldab

aThe Institut fur Strahlwerkzeuge (IFSW), University of Stuttgart, GermanybGraduate School of advanced Manufacturing Engineering (GSaME), University

of Stuttgart, GermanycInnovationCampus Future Mobility, University of Stuttgart, Germany

The laser is the only tool that can address all six main manufacturinggroups of the German standard DIN 8580 simply by applying differentprocessing parameters. Given the present state of technology, however, dif-ferent machine concepts are still being used for the respective applications.To enable digital manufacturing in its full consistency, novel, fully recon-figurable machines need to be developed. We therefore outline the furtherdevelopments that are required to combine all presently known laser-basedmanufacturing processes on one and the same machine. As laser devicesare already very mature and the knowledge about the fundamentals of lasermaterials processing is also very advanced, research must now be intensifiedon system engineering. In detail, new approaches for a highly dynamicand at the same time highly precise beam deflection in a volume that isscalable up to the order of 10 m3, correspondingly suitable kinematics, theintegration of artificial intelligence, and flexible approaches for the handlingof process media and components are to be aimed for. The vision is anintelligent machine, which is fed with CAD data, semi-finished products, orsub-components and that is capable to autonomously produce the desiredcomponents with a 100% quality guarantee at a batch size of 1 – ”first timeright” – and at the costs of comparable mass-produced items. For this, itindependently selects the best production strategy and automatically ordersthe required raw materials and processing media. Such a fully flexible andautonomous laser machine will not only boost the implementation of digitalmanufacturing on a broad scale but will also enable the relocalization ofvalue creation and manufacturing back into high-wage countries such asGermany and by this potentially disrupt today’s globalized value creatingnetworks.

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3.3 A new concept for producing high strength aluminum linejoints in car body assembly by a robot-guided friction stirwelding gun

Dominik Walza, Martin Werza

aMaterials Testing Institute MPA, University of Stuttgart, Germany

In order to reduce the weight of car bodies while maintaining or increasingpassenger safety, materials with higher specific and buckling strength areincreasingly being used. In this context, ultra-high-strength aluminumalloys are used in addition to press-hardened steels. A major challenge nowis to combine the ultra-high-strength aluminum alloys with each other and,if necessary, with other metals without losing their outstanding strengthproperties.

Since the 1990s, with the so-called friction stir welding process thereis a pressure welding technology that allows the joining of high-strengthaluminum alloys with virtually no loss of strength properties. In thisprocess, a rotating tool is pressed into the joint gap of the joining partnersand moved along the joint gap to produce the actual weld seam. In orderto absorb and dissipate the high process forces, an anvil adapted to thecomponent is required on the opposite side of the weld seam.

A joining process for the body-in-white assembly of aluminum and hybridcar bodies should have the following specifications:

• Joining high-strength aluminium alloys without hot cracks• High-strength joints• Sufficient service life of the joining device• Robot-supported execution• No complex and expensive component-adapted anvil• Accessibility similar to resistance spot welding/RSW gunsBased on these requirements, a process concept for a new type of robot-

guided friction stir welding gun for the production of short, merging weldingseams was developed at the MPA Stuttgart and a patent application wasfiled. It was possible to develop a first functional model of the weldinggun and successfully test the underlying kinematics in initial trials. Theconcept differs from other known solutions of that kind that process forcesin the gun are largely compensated. In addition, the concept allows curvedweld seams, such as those found in the automotive industry, being realizedas polygon courses in a robust manner and without component-specificanvils.

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3.4 Experimental and theoretical study on depth of cure duringUV post-curing of photopolymers used for additivemanufacturing

Jan Nitschea, Tristan Schlotthauerb, Florian Hermanna, PeterMiddendorfb

aMercedes-Benz AG, Boblingen, GermanybIFB, Institute of Aircraft Design, University of Stuttgart, Germany

Additive manufacturing offers great potentials for the manufacturing ofsmall series or personalized parts in the automotive industry. Technolo-gies like Stereolithography (SLA) or Digital Light Processing (DLP) areusing layer-by-layer UV-curing of photopolymers to form three-dimensionalobjects. Especially for interior parts, there is a high demand regardingthe surface quality combined with large production rates, which can beachieved by using SLA technologies.

For photopolymers a high degree of cure is demanded to obtain a materialwith long-term stable physical and chemical properties. During processingin a stereolithography apparatus, a degree of cure between 70 and 90% isachieved. A subsequent UV post-curing enhances further polymerizationand significantly increases the degree of cure. This results in higher cross-linked polymers with improved mechanical properties regarding strengthand stiffness.

This work concerns the dimensional limitations during UV post-curingof parts made of urethane acrylates by the DLP process. For this, basedon previous studies, the effect of different wall thicknesses on the achieveddegree of cure is investigated and linked to the mechanical properties bytensile tests. To investigate the depth of cure, green-state specimens areirradiated one-dimensionally by UV-light of a wavelength between 365and 405 nm. Subsequent hardness measurements according to Shore Dare used to determine the corresponding depth profiles. The influence ofphotoinitiator concentration, irradiation dose and wavelength on depth ofcure is analyzed.

The studied parameters do not show significant influence on the maximumachieved hardness on the top surface of the specimen while the depth ofcure varies in a wide range. For a non-pigmented material, the depth ofcure is between 1 mm and 9 mm depending on the exposure conditionsand photoinitiator concentration. To predict the achievable depth of cureof novel photopolymers analytical models for the transmission and curingreaction are combined and verified with UV-transmission measurements.

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3.5 Simulation supported manufacturing of profiled compositeparts with the braiding technique

Jorg Dittmanna, Mathieu Vinotb, Peter Middendorfa, NathalieTosob

aInstitute of Aircraft Design (IFB), University of Stuttgart, GermanybGerman Aerospace Center (DLR), Institue of Structures and Design, Stuttgart,

Germany

Composite materials have brought new development and sizing possi-bilities for structural components in transportation systems. Their highspecific material properties are enabling weight reduction while keepingunchanged or even increasing structural performances. On the downside,composite materials are generally related to high material and manufactur-ing costs, as well as increased characterization efforts. The development ofthe braiding technique has been responding this need of cost reduction inindustrial applications. Through this technique, profiled structures can bemanufactured in a highly automated and reproducible process which canbe optimized depending on the loading scenarios. Moreover, the materialarchitecture of the produced composites leads to higher energy absorptioncapability compared to their unidirectional or woven counterparts and isparticularly adapted for structure under crash or impact loading.

In this paper, we investigate the influence of manufacturing parameters onthe textile architecture and on the mechanical properties of the composite.To this purpose, flat specimens of biaxially and triaxially braided compositesare manufactured and tested under quasi-static tension and compressionloading. In a second step, a three-layer generic profile structure with variablegeometry is produced to illustrate the potential of the braiding technique.To reduce development time and avoid costly pre-production loops, a digitaltwin of the braiding process is created. Within this framework, braid’sarchitectures are predicted with multiple finite-element simulations at themesoscopic scale and validated with experimental measurements. Numericalpredictions and experimental measurements both show a strong influenceof the braiding angle (as a result of the braiding speed) and core diameteron the textile architecture and consequently on the material properties.This paper finally provides a numerical estimation of the experimentalprocess window, in which optimal material properties can be achieved forthe structure.

The authors wish to acknowledge the funding provided by the FederalMinistry of Education and Research Germany in the Research campusARENA2036 – DigitPro & Digitaler Fingerabdruck.

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3.6 Integrated machining, sealing and quality inspection forCFRP components

Philipp Escha, Andreas Gebhardta, Oliver Tiedjea, AndreasFrommknechta


Stuttgart, Germany

Manufacturing processes of CFRP components are often characterized bya high fraction of manual activities especially in terms of handling, cleaningand edge sealing. The innovative machining process introduced in this trackcomprises a fully integrated and automated workflow reducing unnecessaryhandling and transportation activities. The concept has been realized ona 5-axis machine tool, providing enough workspace for large structuralworkpieces and the developed technology units. The units themselves aredefined by their modularity, scalability and independency of the guidingmachine.

Key aspect of the innovative concept are four purpose built and developedinterchangeable technology units, which are driven by the base machinery.Thus the machine’s working scope is being enhanced from machining to afully integrated workflow including quality inspection, cleaning, sealing andcuring. Alternatively the units can be applied on any guiding machine forinstance robotic systems.

The developed process is exemplarily laid out as follows: First, theworkpiece is machined with conventional cutting tools. Second to the dustintensive process, the workpiece is raised off the clamping system and thecleaning unit cleans the edge and border area from dust and particles.With clean surfaces, the quality inspection unit examines the machiningquality and decides for quality compliance, rejection or reworking. Withfulfilled quality requirements, the workpiece is further treated and the roughmachining surface is sealed with a viscous UV coating with an innovativeoverspray free application technology without contamination of machineryand without evaporating any solvents, so avoiding explosion protectionmeasures. For curing the sealing, the final technology unit is changed intothe machine spindle and driven around the workpiece in perpendicularorientation to the edge surface. Focused UV light emitted by this unit curesthe sealing in shortest time.

The four units can be individually configured and controlled. The mod-ular approach allows for a selected operation of any technology unit andgiven task. The workpiece is completely machined, cleaned, inspected andsealed.

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3.7 Multi-robotic composite production of complex andlarge-scaled components for the automotive industry

Florian Helbera, Stefan Carosellaa, Peter Middendorfa


Automated Composite Manufacturing via the Automated Fibre Place-ment (AFP) or Automated Tape Laying (ATL) are primarily used in theaerospace sector due to high acquisition cost and limited flexibility con-cerning applicable reinforcement materials. Especially for the automotiveindustry, these technologies are not of interest due to limited cycle timesand the mentioned limitations in reinforcement materials. The AdvancedPly Placement (APP) however offers users the maximal degree of freedomconcerning fabric utilization. A unique multi-robotic handling processallows the APP to process dry fibers as well as pre-impregnated fibers witha large variety of fiber areal weights and material types. With the APPapproach, automated, wrinkle free placement of wide, unidirectional fabricsonto complex, double curved geometries is possible. This is guaranteeddue to the utilization of coordinated robots during the layup process. Fur-thermore, the APP process offers the possibility to manufacture hybridlaminates without time-consuming changeover processes and the exchangeof end effectors within the APP robotic cell enables enhanced applicability.E.g. end effectors mounted on quick change systems can rapidly be replacedto handle and join flexible structures via ultrasonic welding.

The offline trajectory planning of the APP process is realized via Flexi-CAM, a CAE interface for geometry based path generation. Within Flexi-CAM databased parameter adaption and process simulation is carried outand the machine code is directly exported to the respective machine controlsystem.

The present paper will explain the working principles of the multi-roboticAdvanced Ply Placement and distinguish between established automatedmanufacturing processes. Results on geometry based path generationvia FlexiCAM and their applicability in the automotive industry will bediscussed and the benefits of knowledge-based offline path planning will behighlighted.

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3.8 Enhancing textile forming using textile-applied strain sensorsand segmented blank holder systems

Julian Fiala, Stefan Carosellaa, Peter Middendorfa


Preforming is a crucial step in the production of modern continuousfibre reinforced composites and has a major influence on the mechanicalperformance of the component. During textile forming, also known asdraping, a flat two-dimensional textile is transformed into the final three-dimensional component geometry. The reinforcing fabric is deformed byspecific mechanisms on yarn level, which leads to the final fibre architecture.One common way of implementing textile draping is the punch and dieprocess. It is amongst others used for RTM and wet compression mouldingprocesses and therefore addressed in this work.

This paper describes the in-situ monitoring of specific deformation mech-anisms during the draping process using the commonly known double domebenchmark geometry. These mechanisms are analysed and quantified bya novel kind of printed strain sensor. Such sensors are applied reversiblyto the textile in order not to affect the fibre matrix adhesion of the latercomponent. The merit of this quality assessment method is demonstratedin combination with segmented blank holder systems. This permits vary-ing the textile retention forces locally, which leads to locally manipulatedfibre angles and finally influences the mechanical performance of the targetcomponent.

The authors would like to acknowledge the funding provided by theMinistry of Science, Research and Arts of the State of Baden-Wurttembergin the scope of the research project ”Forschungsbrucke”.

3.9 Production of thin outer skin car body panels by using novelShort Cycle Stretch-forming (SCS) technology

Mathias Liewalda, Adrian Scheneka

aUniversity of Stuttgart, Germany

Sheet metal outer skin parts of automotive vehicles are mainly producedby deep drawing, as ben-eficial component properties such as resistanceto stone and hail impact can be achieved. These beneficial properties doresult from strain hardening mechanisms caused by the relatively highde-formation of sheet metal materials during the forming process. However,in the case of relatively flat components such as doors or roofs, the sheetmetal material is rarely strain hardened during forming by deep drawing

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due to their low drawing depth. Considering this, a novel manufacturingprocess has been developed at the IFU of the University of Stuttgart, whichcombines stretch form-ing and deep drawing offering following advantages:

• Simple tool concept, which only consists of each one piece upper andlower tool without conventional blank holder

• Restrain of blank and control of the material flow exclusively by bead-like form elements

• Improved sheet metal part properties due to increased plastic strainlevels being achieved

• Cost-saving and lightweight construction potential due to higher mate-rial strength

The Short Cycle Stretch-forming (SCS) tool concept exclusively consistsof two one piece upper and lower tool each having bead-like form elementssurrounding the outline of sheet metal component edge. By closing upperand lower tool, blank at first is laterally pre-stretched by mentioned formelements and thus pre-strengthened to a certain extent. After stretchforming, the part is shaped mechanically by the punch and the die geometryof the tool. This combination of stretch forming and deep drawing finallyresults in a high resistance to hail and stone impact for flat components.In this contribution, the SCS process is presented and the feasibility ofa cost-effective production of strength-optimized sheet metal parts usingthis process is demonstrated by means of low batch series components forspecial car bodies.

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Session 4: Logistic Concepts andEnabling Technologies

This session discusses logistics concepts for matrix structuredproduction systems, also looking into AGV technologies aswell as supply chain management in battery production. Thesession concludes with an outlook into safety considerationsfor collaboration between human and machine.

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4.1 Evaluation of material supply strategies in matrix-structuredassembly systems

Daniel Rankeab, Thomas Bauernhanslab



Stuttgart, Germany

Today’s productions are driven by an increasing variance, uncertaintyof variance-distribution as well as volume, and shorter innovation cycles.These challenges especially confront assembly systems, as they have a highshare of the value creation and individualisation process.

The matrix-structured assembly system aims to overcome these challenges.The new system consists of independent and flexibly linked process modules,which have no uniform cycle time and no fixed products’ order-sequence inthe system. It’s more agile.

However, through this system new challenges arise. The changes inthe assembly-structure have an impact e.g. on the logistic, the planning& control or the information flow. In research there are only a few in-vestigations regarding the consequences to the logistic, especially to thematerial supply, which is directly linked to the assembly. Common and newinnovative supply approaches are used, without knowing their suitability tothe new system. The applicability of KANBAN, single-product supply orkitting-basket supply differs, but a systematic derivation of suitability inthe new context is missing.

The paper encounters the lack of research in the outlined field. Firstly,changes and characteristics through the new structure, which occur aschallenges to the material supply, are investigated. These are e.g. theflexibility of order- and process-sequences. In a second step, materialsupply strategies are evaluate to the outlined characteristics. As a result,each material supply strategy’s suitability is evaluated for usage in matrix-structured assembly systems.

The paper concludes with a derivation of guidelines for the selection of amaterial supply strategy, depending on the demand structure and materialflow characteristics of the system.

In conclusion, the paper contrasts common and innovative strategies.Furthermore, it contributes a guidance in the strategies’ selection process.Thus, it adds new insights in designing efficient logistic systems for matrix-structured assembly systems.

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4.2 Implementation of a goods-to-man concept by means ofautomated guided vehicles and a flexible fleet management

Julian Poppa

aMHP Management- und IT-Beratung GmbH, Porsche, Ludwigsburg, Germany

The goods-to-man concept is a well-established procedure for materialdisposition in the automotive industry and in manufacturing companies thatare characterized by multi-variant production. The increasing customerorientation characterized by a high variety of variants, smaller batch sizes,a higher product complexity and shorter release cycles in-creasingly forcecompanies to replace the predominant line side material provisioning bya flexible material transport. Such concepts must adapt the material flowdynamically and automatically in order to be able to react flexibly tochanges in the production sequence or layout.

Therefore the conceptual work an innovative goods-to-man solutionsusing automated guided vehicles (AGVs) from various manufacturers incombination with a specially devel-oped fleet manager took place. Materialrequired for production is transported to the re-spective production line inthe correct sequence using carriers that are picked up by the AGVs. Therebythe flexible control of the AGV-fleet is carried out using an optimizer.Within this software a wide range of transport options is pre-simulatedto identify the optimal solution. Via universal software interfaces, thecompatibility with vehicle control systems from various manufacturers isprovided. For the control of the AGVs, customer and transport-relateddata is read in via interfaces to manufacturing execution- or logis-tics-/warehouse management software. In addition, Graphical User Interfacesserve to monitor and control the transport processes.

Using this concept combined with the communication to existing IT-systems and sensors, production logistics can be optimized and a flexiblematerial flow can be achieved. In addition to the reduction of pre-scheduledtugger trains and the manual goods identifi-cation process, throughputtimes are also reduced. Furthermore, this system is character-ized by ahigher reliability, as mistakes due to direct delivery of the goods and thesystem-side process control are reduced.

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4.3 Novel Autonomous Guided Vehicle System for the Use inIntra-Company Logistics

Javier Stilliga

aInstitute of Electrical Energy Conversion IEW, University of Stuttgart, Germany

If future production facilities will have to be reconfigured more frequentlythan today due to volatile market influences and technical changes, thereis a need for more convertibility in all facilities involved in the productionprocess. For example, Automated Guided Vehicle (AGV) transport systemsare well known for a long time, but their flexibility and cost reductionpotential are limited, so that even today many internal material transportsare planned and executed manually.

This is where the novel concept of an AGV system comes in, which, incombination with the Intelligent Floor (IF) – an infrastructure platformfor convertible production (CP) – reduces or even completely removes thedisadvantages of current systems.

Compared to existing systems, the presented ‘Box-AGV’ is a simplydesigned and lightweight logistics robot with omnidirectional wheels, whichcan carry boxes with a payload of up to 20 kg on the IF. For this purpose,all relevant control and navigation information is provided by the IF, whosecentral control enables the coordination of all Box-AGVs. Furthermore, theBox-AGV is dynamically charged along a route via a new wireless powertransfer unit.

This modular design concept allows a cost-efficient and highly flexibletransport automation, especially in applications with medium to highmaterial throughput. In order to increase the efficiency of internal logistics,the IF can be used to track material movements in production in real-time,optimize them using AI technology and report back to man and machineas an assistance function.

4.4 Increased Agility by Using Autonomous AGVs inReconfigurable Factories

Daniel Strametza, Michael Reipb, Rudolf Pichlera, Martin Hoffernigc,Michael Pichlera

aGraz University of Technology, Austriabincubed IT GmbH, Hart bei Graz, AustriacSiemens AG Austria, Graz, Austria

AGVs have come up to a quite familiar picture of nowadays manufacturingsites. They follow rigidly prescribed maps of the shopfloor and they are

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undoubtedly important parts of best known hard automation concepts.Future-oriented concepts require an even more agile manufacturing designthat is ready to get its resources quickly realigned and work with frequentlyadapted layouts. Accordingly this has to be mastered by the managementand command structures of a dynamically working AGV fleet.

The presented work deals with a manufacturing concept where its re-sources, especially its Mobile Working Stations (MWS), are all equippedwith Real Time Location System (RTLS) – gateways which permanentlyprovide their dynamic positions at the shopfloor. The actual research devel-ops an AGV control system that is able to process this dynamically changinglocation data for providing an always updated logistic situation for theAGVs. This enables the AGVs for an automatically triggered re-routing inreal-time according to changed goal positions or even to hand-over productsto a seemingly better positioned AGV colleague.

The testing environment for this project will be the ”smartfactory@tugraz”,a pilot factory for research in digital manufacturing with its existing 5G cam-pus solution infrastructure. The expectations of this higher communicationstandard compared to WiFi lie in the achievement of higher performance,higher security and much lower latency times. As for building up a 5Gcampus solution is quite expensive, there will also be installed a cloud-basedserver solution that uses the public radio network for communication. Suchan off-the-shelf solution shall lower the entry costs for flexible automationin SMEs dramatically. In all variants security issues are obtained withhighest priority, that is why solutions as VPN applications and similar areforeseen. With this modern approaches and solutions agile manufacturingcan be run at a very high level, this without missing safety and securityand still at reasonable costs.

4.5 Towards Artifical Perception for Autonomous Mobile Robotsin Logistics

Christopher Mayershofera, Johannes Fottnera

aTechnical University of Munich TUM, Germany

Autonomous mobile robots (AMRs) in logistics are a promising approachtowards a fully automated material flow. In order to use their full potentialhowever, they must be able to extract semantic information from logisticsenvironments. Up until now, research has not been addressing a wholisticapproach to artificial perception for AMRs within the application field oflogistics. In order to cope with these challenges, we propose a framework forartificial perception in logistics that aims to close this gap in a sustainable,data-driven way and initiate the necessary paradigm shift for AMRs in

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logistics. Our framework consists of three components: First, standards,concepts and requirement for an artifical perception system are defined.Second, an artifical perception system is proposed. Third, a benchmark suiteis developed. The framework leverages advances in artificial intelligenceand expands it to the logistics domain. Similar to other AMR research, weaim to build a common, open-source platform for data-driven research anddevelopment.

4.6 Concept of a safety-related sensor system for collaborationbetween human and automated guided vehicles

David Kortea

aInstitute of Mechanical Handling and Logistics, University of Stuttgart, Germany

The automotive industry and other manufacturing sectors are currentlyundergoing major changes. The changed framework conditions, such asshorter product life cycles, the customer’s desire for more individual productsand thus smaller batch sizes have an impact on the production of a widevariety of products.

Production systems must become more convertible, as it is subject tofrequent redesign. This also has an impact on the use of automated guidedvehicles (agvs), which no longer only use defined routes, but must also beable to adapt dynamically to their environment in the future. Since humanswill continue to play an important role in these adaptable productionsystems in the future, safe coexistence and collaboration between humansand machines, especially agvs, must be ensured.

In most cases, laser scanners are used to safeguard agvs, but they canonly detect obstacles in their environment in one plane.

Due to the non-existent ability of the sensors to differentiate betweenhumans and objects, the agvs are not able to adapt their behavior to theenvironment. This is also noticeable in the transport performance and thusthe throughput of the agvs. For example, a column can be passed at ahigher speed, like a human standing on the edge of the roadway.

This previously unachievable sensor function can be implemented with theaid of a safety-related sensor system for agvs. In this paper a conceptualsensor system shall be presented which is able to detect humans in itsenvironment, determine their position and provide this information to thecontrol system of the vehicle. The concept was validated with the help of ademonstrator, which will also be presented in this paper.

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4.7 Safety and operating concept for collaborative material flowsystems

Matthias Hofmanna

aUniversity of Stuttgart, Institute for Mechanical Handling and Logistics IFT,

University of Stuttgart, Germany

The automotive industry, including their whole parts and componentmanufacturers, are facing challenges in a dimension not yet known.

The strong differentiation of the product portfolio in connection withspecific production lines holds a high vulnerability to capacity fluctuationsin certain lines due to volatile demand within a manufacturer’s productspectrum. This was especially apparent after the onset of the financialcrisis of 2008.

From the present point of view, the production of automobiles withfundamentally varying technical specifications requires a flexible and scalableproduction which enables an efficient production of batch size one. Thekey elements of a new concept, developed at the IFT are collaborativeintralogistics components.

One such system called ”Mobile Supermarket” specializes on the supplycharacteristics of frequently needed parts with high variety to a ”MobileAssembly Island”. The ”Mobile Supermarket” system consists of a compactAGV which transports mobile shelf modules as well as a non-stationarypicking unit for handling the loading and unloading of small load carriers(VDA-KLT) from mobile shelf modules. The picking unit consists of a semi-stationary mini storage and retrieval system (Mini-ASRS), which handsthe employee the material needed in a direct man-machine collaboration.The Mini-ASRS was primarily designed to provide a non-stationary pieceof equipment. In this case there is no possibility to use fixed guards orstationary optoelectronic sensors as protection system. Therefore, newprotection concepts including interfaces for man-machine collaborationare needed when employees should be able to interact with AGV’s andautomatic machines in small space. In consequence, the communication,concerning a form of articulation and perception between human beingsand autonomous machines, has to be enhanced to avoid emergency stop ofthe machines caused by misunderstandings. As a result, flexibility means inthis context an intelligent connection and communication between severalsystems of the production equipment to establish some kind of ”shared-safety architecture” which has to be integrated in machinery and safetycontrollers of the plant.

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4.8 Merging compliant safe collaborative and high-accuracyoperations in industrial robots: a model predictive controller foradaptive behavior

Andreas Ottoa, Shuxiao Houa, Uwe Frießa, Marcel Todtermuschkea,Mohamad Bdiwia

aFraunhofer Institute of Machine Tools and Forming Technology IWU, Chemnitz,

Germany

In the era of industry 4.0, the industrial robots should possess variouscapabilities and sometimes they should serve contradictory goals. In someapplications, the robot should have high stiffness capabilities to performcomplex tasks with high accuracy at the end-effector. On the other hand,a collaboration of the same industrial robot with humans in a shared-workspace is desired, where additional safety functions and characteristics,such as compliant joints, are required to be fulfilled.

In this work, we present an enhanced model predictive controller coupledwith an online task-oriented path planner to satisfy diverse and sometimescontradictory demands on industrial robots. The task-oriented path plannergenerates the reference path of the robot based on an environmental modeland additional sensor data. The reference path is fed into an enhancedmodel predictive controller for controlling the torques and forces at thejoints of the robot system. In particular, the model predictive controlleruses a mechatronic model of the robot to predict future configurations ofthe robot based on the present configuration of the real robot system. Thecomparison of the predicted robot behavior within prediction horizon andthe reference path is used to optimize the output of the controller. Theobjective function and soft or hard constraints of the optimization are givenby the task-oriented path planner based on the desired task and the currentsituation of the environment. For example, a stiff end-effector position orcompliant joint positions might be the goal of the optimization. Typicalconstraints are obstacle or singularity avoidance or any other physicalconstraints.

This means that an adaptive behavior of the industrial robot is possible.On the one hand, the robot can be very precise because deviations ofthe end-effector from its reference position are pre-compensated by usingpredicted deviations from the mechatronic model. On the other hand,human robot collaboration with a compliant robot behavior is also possibledue to a superimposed online task-oriented path planner.

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4.9 Industrial Indoor Localization: Improvement of logisticsprocesses using location based services

Niklas Hessleina, Mike Wesselhofta, Johannes Hinckeldeyna, JochenKreutzfeldta

aHamburg University of Technology, Hamburg, Germany

The increasing digitalization in production and logistics serves as anenabler for manufacturing and transportation companies. Both the net-working of machines and the possibility of precise real-time location ofmobile actors enables the introduction of so-called Location Based Services(LBS). These services are based on indoor-location, operational and produc-tion data to improve internal processes. Due to the large number of possibleheterogeneous data sources from a variety of sensors and IT systems andthe resulting number of interfaces, the conceptual design of LBS is complexand often somewhat unique for a particular situation. This leads to anincreased implementation effort in the real-time operation of the company.Within the framework of the EFRE-funded research project ”IndustrialIndoor-Localization”, an open source software standard for environmentmodeling called RAIL was designed and tested. RAIL acts as a middlewarebetween the data sources and the services, reducing the number of interfaces.Communication takes place by means of a standardized protocol.

This protocol enables Location Based Services to allow querying differentinformation quickly. Within the scope of the project, four Services arebeing developed and exemplary described in this paper. At the beginning,a location-dependent order allocation algorithm was developed for orderpicking. This reduces the waiting time in narrow-aisle warehouses throughprescriptive analysis. Secondly, an order orchestration service was designedthat uses the location data for picking control. Furthermore, the last twoservices are combined in one application. A functional area recognitionwas developed to support picking. Furthermore, a service for findingpoints of interest was developed, which includes navigation based on arouting algorithm. Using indoor localization, these services improve theintralogistics processes. These include increasing picking performance orreducing order throughput time by eliminating the need to scan the barcode.Finally, these services increase work safety due to the functional areas, andimprove the transparency of the location of points of interest.

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Session 5: Sustainability & EnergyEfficiency in Production

This session highlights new concepts for smart energy stor-age and management in production. It furthermore considersnew approaches for sustainable production equipment strate-gies. The session concludes with an outlook into businessmodel innovations within automotive manufacturing.

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5.1 FlexPress - An implementation of energy flexibility atshop-floor level for compressed-air applications

Can Kaymakcia, Christian Schneidera


Stuttgart, Germany

One of the biggest challenges with the growing amount of renewable energygeneration is the fluctuation of energy supply. In the case of Germanyrenewable and volatile generation resources (wind and solar energy) areexpanded. Industrial demand side management therefore plays an importantrole for the automotive industry in Germany with its high-energy demand.For a sustainable production manufacturing processes need to be moreenergy efficient and adaptable in their energy demand to volatile supply.The main goal is to synchronize manufacturing processes and its energyconsumption with the energy supply. While there are holistic conceptsand ideas of a service-oriented platform for energy flexibility a definedworkflow for implementing energy flexibility signals at shop-floor level isstill missing. Our work proposes a method for implementing the workflow toadapt a manufacturing procces in real-time by considering energy flexibility.Therefore the presented method aggregates data from a manufacturingprocess. Here sensor data intelligently interoperates with flexibility signalson the shop-floor level where an intelligent controller can intervene intoprocess parameters by communicating through an OPC UA Server with thePLC. It is possible to react to external flexibility signals by intervening in themanufacturing process parameters like pressure or pressure flow in a definedflexible window. As a cross-sectoral technology in the automotive industryflexible compressed air is a key enabler for energy-efficient manufacturing.

5.2 Automated environmental assessment via an assetadministration shell

Anwar Al Assadia, Lara Waltersmanna, Robert Miehea, Alexan-der Sauerab, Manuel Fechtera


Stuttgart, GermanybInstitute for Energy Efficiency in Production (EEP), University of Stuttgart,

Germany

Due to growing public awareness and rising requirements of legislationand customers’ expectations in the field of sustainability, it is increas-ingly important for enterprises to assess and subsequently reduce their

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environmental impact. However, the acquisition of environmental data inenterprises still causes considerable effort, due to the necessary manualacquisition. Currently there are only few automated systems, e.g. in theform of energy monitoring systems. Usually, they cannot specify the indi-vidual product related footprint in context of the CO2-emissions, energyand resource consumption. Therefore, averaged values are used to evaluatethe environmental impact.

A unified asset administration shell (AAS) potentially provides higherdata transparency and environmental data interoperability along the value-added chain and, thus a more detailed (real-time capable) accounting of theenvironmental impact of products and services. The approach represents apromising tool for automated environmental assessments of products andproduction sites. This paper addresses the following research questions:How can the AAS be used during environmental evaluations? What newdata-driven business models will emerge from an automatic environmentalassessment?

In order to do so, a first application of the AAS for automated environ-mental assessment was implemented at the ARENA2036 research factory.The AAS automatically collects energy and emission data throughout a pro-duction process and thus allows the allocation of real emissions to productand equipment (environmental wallet).

The advantages of the AAS in the context of environmental and lifecycle assessment in future fluid production systems (FPS) shall be outlined.In addition, first potential business model ideas in environmental dataevaluation, analysis and optimization are presented.

The presented AAS approach enables an automated product relatedallocation of CO2-emissions and energy consumption, facilitating individualenvironmental assessment to address increasing product variety.

5.3 Economic feasibility of highly adaptable production system

Urs Leberlea, Yannick-Leon Weigelta

aRobert Bosch GmbH, Robert-Bosch-Campus, Renningen, Germany

Production companies face a number of challenges caused by an increas-ingly uncertain market environment, high product variety resulting fromindividual customer needs and shortened innovation and product life cycles.Adaptable production systems provide an approach to react to short-termchanges in demand and to succeed in global competition. Therefore, pro-duction resources are no longer used exclusively for one product familyor production process, but instead are reconfigured and assigned to newproducts, processes or technologies repeatedly.

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Due to higher initial investment costs it becomes more difficult to assessthe profitability of production systems with conventional methods, since theadvantages of adaptable production systems are not considered sufficiently.State of the art approaches for planning and assessing adaptable productionsystems focus on determining the optimal level of adaptability. Based onthe assumption of high adaptability leading to high initial investment costs,these approaches reduce costs by limiting the ability to adapt and thereforeonly consider forecasted impacts on the production environment.

This article presents an approach which allows to assess the economicfeasibility of highly adaptable production systems, which are reconfiguredrepeatedly to adapt to products, processes and technologies that are un-known during planning and launch. In contrast to others, this approachconsiders a preferably high level of adaptability enabling the productionsystem to change extensively and quickly. Reacting to changes faster andwith less effort reduces downtime and helps maximizing the overall effec-tiveness of the production system over the duration of use. Furthermore,the investment decision is based on a product specific configuration state ofthe system instead of its overall lifetime. This procedure becomes possibledue to the high level of adaptability and therefore low costs resulting fromadjustments.

As a means to test the method a scenario from the publicly fundedproject ”Fluid Production” is used to find possible fields and borders ofapplication (e.g. internal and external regulations).

5.4 Developing Technology Strategies for Flexible andChangeable Automotive Products and Processes

Lukas Blocka, Maximilian Jakob Wernera, Matthias Mikoschekb

aInstitute of Human Factors and Technology Management IAT, University of

Stuttgart, GermanybFraunhofer Institute for Industrial Engineering IAO, Stuttgart, Germany

Automotive manufacturers increasingly face the challenge of adaptingto new market requirements and economic circumstances within a shorttime. Both, flexibility in product design and changeability in manufacturingdesign are of high importance to maintain efficiency in production and reactquickly to changing market requirements. Technology intelligence providesthe foresight required to anticipate future, innovation-induced changes.Technology scouting and technology roadmaps for example address theemergence of new technologies. Multiple works in literature then investigatethe challenge of manufacturing design for flexibility and changeability.However, there is little research, which connects the results of technology

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intelligence to product development and process design.The approach proposed in this paper fills the void. We develop a methodol-

ogy and associated process model, which bridges the gap between technologyintelligence and action planning to secure flexibility and changeability inproducts and production. Our technology strategy builds upon the notionand idea of Westkamper et al. (2000) and Hartkopf (2013): Flexibility andchangeability is only of value, when transitions in technology occur, whichreveal the respective utilities for the utilizing party. In case of a product,the application of a new technology may lead to additional functionalities.New technology in production leverages efficiency in terms of cost, timeor quality improvements. Thus, our approach builds upon two methods:One to describe the utility of a new technology and another to determinetechnology dynamics. A certain notion of functionality then connects theutility-based functionality with the advantage of new technologies acrossproducts and manufacturing processes.

The methodology is applied to the development of a flexible vehicle plat-form. It reveals the necessary flexible components and changeable structurewith little effort. We show that product flexibility and changeability inthis case requires flexibility in manufacturing and argue that this is truefor most assembly-focused industries. Thus, the methodology transfers theinsights from early technology intelligence into well-defined starting pointsto pin down flexibility and changeability in manufacturing processes.

5.5 A novel ‘Automated Hardware Upgrade Service’ forManufacturing Systems

Martin Reisingerac, Christian Schneiderac, Nicolas Heßbergerb,Alexander Sauerac, Thomas Adolfc

aInstitute for Energy Efficiency in Production EEP, Stuttgart, GermanybLumics GmbH & Co. KG, Hamburg, GermanycFraunhofer Institute for Manufacturing Engineering and Automation IPA, Stuttgart,

Germany

Energy efficiency has been described as the most important and costeffective means for mitigating greenhouse gas emissions from the industrialservice. Despite the importance implementation rates of energy efficiencymeasures have been described as very low and even a disregard for en-ergy efficiency has been observed. Several of the barriers preventing theimplementation of energy efficiency in the industrial context have beenidentified and structured within a classification. The authors assume thatat least some of the observed barriers slowing the implementation of energyefficiency measures (EEMs) can be addressed by increasing transparency

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for the end user during the decision making using means of the so calledfourth industrial revolution. We share here the concept of a digital serviceproviding assistance for energy efficient replacement investments of energyconsuming physical assets (Hardware) by continuously calculation the life-cycle-costs of the underlying assets and more energy efficient replacementversions (Upgrade). We present the specification for this digital after-salesservice and a basic implementation in the context of a use case. The majorcontribution of this study is to curve out the vision and implementationroadmap for predictive production systems. The predictability of the cyberphysical system comes from the predictive analytics for the main compo-nents in critical assets, so that unexpected downtime can be reduced andusers can act in time to increase productivity. A case study for cyberphysical system-enabled ball screw prognostics is presented.

5.6 Robotising, but how? Organisational innovation andheterogeneity in the use of digital production technologies.Evidence from Japanese and German companies in theautomotive sector.

Guendalina Anzolinab, Antonio Andreonib

aUniversity of Urbino, ItalybInstitute for Innovation and Public Purpose, University College London, United

Kingdom

Building on existing literature focusing on business models, technologicalchange and production organization systems interactions, this paper aimsat shedding new lights on the heterogenous nature of technology adoptionin the digitalisation era.We draw on a series of semi-structured interviewsconducted in 2019, involving more than 40 companies in the automotivesector in South Africa. We analyse how industrial robots are deployed inthe automotive sector, and compare the organisational models adoptedacross several OEMs. We find two distinctive organisational models, theGerman OEMs (BMW and VW) and the Japanese OEMs (Toyota andNissan). The four company cases point to dramatic differences in robotsadoption, organisational and operational integration, retrofitting of legacysystem processes, technology life cycles and performances. This variety oforganisational innovation highlights how technology alone does not ‘unleashrevolutions,’ rather it is the heterogeneous strategies of firms, togetherwith the different institutional and social responses to these strategies, thatdetermine revolutions’ directionality. The case studies point to two mainresults. First, the introduction of automation technologies increase flexibility.Nonetheless we can identify at least two different types of flexibility, ‘flexible

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production’ and ‘flexible automation’. We found that the former (thepossibility of separating different stages of the production process thanksto both organizational and technological innovations) is integral part ofmodern car manufacturing, although it is pursued in different ways acrossOEMs. Instead, flexible automation (the possibility of re-programmingautomation technologies) is far more present in the Japanese model. Second,our research reveals interesting dynamics between product design and theopportunity to adopt industrial robots. The speed at which companieschange their product design influences the organization of their shop floorand their use of industrial robots, which we found to be highly dependenton product design. This aspect was firstly acknowledged from the literatureon cellular manufacturing that studied the increase complexity in designand retrofitting aspects in the process from dedicated mechanization toflexible manufacturing.

5.7 New approaches for business model innovation inmanufacturing equipment companies

Tobias Stahla, Alberto Mesa Canoa


Stuttgart, Germany

Due to shorter life cycles and higher individualization, among otherreasons, product requirements have been steadily increasing for years now,influencing manufacturing environments considerably. Some consequencesare for example a higher complexity and more frequent reconfiguration ofproduction equipment and systems. This implies the need for a growingnumber of manufacturing professionals with specialized know-how, thatresults in high, non-value-added production costs at the same time that itreduces factory adaptability to continuously changing market requirements.

Automobile manufacturers see the further modularization and self-integrationof manufacturing equipment as some of the most promising approachesto reduce implementation and integration efforts in production, while de-creasing the uncertainty in equipment selection. This is also considered aneffective way to decrease reconfiguration costs and ultimately increase theversatility of production facilities. The Fluid Production, a joint projectwithin the research campus ARENA2036 that aims at a highly flexibleand reconfigurable production system for automotive industry, illustratesthis scenario. The top-down production strategy definition by automobilemanufacturers and the subsequent implementation by individual manufac-turing equipment suppliers are then in conflict with a bottom-up, functionoriented integration of Cyber-Physical Production Systems (CPPS). In this

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context, equipment and system suppliers are challenged by new functionaldemands.

However, since equipment integration and reconfiguration activities playa key role in the current business model of most manufacturing equipmentsuppliers, both in terms of value and revenue, more versatile machines areconsidered a threat. New business models are therefore required for thesecompanies to meet their customers’ demands and stay competitive in thelong term.

This paper identifies concrete promising approaches for manufacturingbusiness model innovation, including lessons learned and best practicesfrom research activities within the ARENA2036. These approaches leadto alternative business models that represent a possible way out of theusual business dynamics between automobile manufacturers and their equip-ment suppliers, which currently inhibits innovation towards more flexibleproduction systems.

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This session addresses current research into metal forming,bonding and painting while also considering fully flexiblebody-in-white production concepts to encounter volatile mar-ket demands. The session ends looking into cleanliness tech-nologies for battery production systems.

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6.1 The fully flexible body shop - a holistic approach for thevehicle production of tomorrow

Marcel Todtermuschkea, Alexander Voigtb, Rayk Fritzschea, JensLippmanna

aFraunhofer Institute of Machine Tools and Forming Technology IWU, Chemnitz,

GermanybVolkswagen AG, Wolfsburg, Germany

The growing number of vehicle models in automotive engineering, market-specific products and simultaneously decreasing quantities per variant makeit necessary to design the necessary manufacturing systems universally and,if possible, to adapt them to the changing geometric shapes of componentsand specific joining task in production cycle. In car body construction,previous approaches to flexibilization have involved the replacement offixtures, grippers and joining tools. However, due to space constraints,these only allow a limited number of different models per production line(approx. 4-8), which is also associated with cycle time losses due to changingand docking times. The flexibility approach developed between VolkswagenAG and Fraunhofer IWU describes for the first time a holistic solution forthis problem. Technical requirements for different equipment as well asa new planning approach are shown, which makes it possible for plannerand designer to control the complexity of such systems and to realizeindividual equipment. It requires at least the knowledge of all variants tobe produced on a production line as well as the necessary technologies andprocess parameters. These requirements can be used to calculate and designa suitable clamping device as well as to configure the required grippingtechnology on a software-based modular basis. However, the systems arealso designed to be adaptable for future product variants. The methodicalsolution approach worked out in this process is presented as well as a proofof the increased productivity.

If aluminium is processed in addition to typical steel materials, specialspot welding systems or laser welding systems must be used. Since laser-welding processes has to be carried out in a light-tight closed cell for safetyreasons, the use of a laser-welding gun was tested and realised in thisproject.

Considerations of logistics and potentials resulting from the completedata acquisition, for example the exact clamping point position includingnecessary adjustments from the quality control loop, complete the core ofthis paper.

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6.2 Automated generation of clamping concepts and assemblycells for car body parts for the digitalization of automobileproduction

Markus Tilla, Andreas Zecha, Ralf Stettera

aRavensburg Weingarten University (RWU), Weingarten, Germany

A central success factor for the digitalization of production processes isthe provision of a consistent database across domains and life cycles. Thecurrent situation in the automotive industry is characterized by a multitudeof engineering tools with diverse, proprietary data formats, which requirecomplex conversion processes and show dramatic deficits in the consistencyand accessibility of the data.

In recent years, graph-based design languages have been refined and theirrange of application expanded to an extent that they represent an interestingapproach to addressing these problems. The focus of this paper is on theautomated generation of assembly processes and assembly resources (e.g.type-related production equipment such as clamping devices) using theexample of automotive body parts (front flap and B-pillar). These examplesare use cases of the Center for Applied Research (ZAFH) ”Digital ProductLifecycle (DiP)”. The aim of the ZAFH research project is the completedigital representation of the product life cycle. The digital modelling of theproduct life cycle is implemented by means of a language-based engineeringframework consisting of graph-based design languages. Extensive researchwork has made it possible to map such languages in UML (Unified ModelingLanguage) and led to the development of a suitable design compiler (DC43,IILS GmbH).

A use case within the ZAFH DiP describes the automated generationof the product geometry as well as the associated assembly processes andassembly resources of automotive body components (e.g. a front flap and B-pillar). Within the framework of automated production planning, clampingconcepts and assembly cells (with automated wiring) are generated usinggraph-based design languages. Based on the manufacturing concept, ajoining sequence and fastener planning is carried out, from which a product-specific clamping and fixing concept is derived. The central advantageof this procedure is, in addition to the high degree of automation, thepossibility of providing a consistent database. This database allows theautomatic derivation for the various specialized engineering tools.

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6.3 Adjustable Hemming Die

Arndt Birkerta, Moritz Nowackb

ainigence gmbh, Bretzfeld, GermanybZentrum fur Umformtechnik und Karosseriebau, Heilbronn University of Applied

Sciences, Heilbronn, Germany

The Center for Forming Technology and Car Body Engineering at theHeilbronn University conducts research and development in the field ofdimensional car body accuracy. It’s well known among experts that thereare only poor options to influence the dimensional accuracy of car bodyhang-on parts in the body shop. As a consequence expensive tool changes ofthe stamping tools are usually necessary to make the parts perfectly fit intothe car body. The doors and closures of a car body mostly consist of sheetmetal stampings, namely an inner part and an outer skin part, which quiteoften are being joined by roller hemming. During the stamping process ofthese parts spring-back effects occur. Thus the stampings do not exactlycorrespond with their target geometry. Such deviations of the stampingsfrom their target geometry as well as further changes of dimension andshape in the subsequent hemming process are finally causing deviationsof the final assembly from its target geometry. These deviations in turnhave a negative impact on the fitting accuracy of the assembled part in thecar body. Concrete results are varying gap widths and transition offsetsbetween the respective part and its neighbor part. Tool changes of thestamping tools in order to eliminate these defects are still time and costconsuming and thus shall be reduced to a minimum.

The adjustable hemming die which is presented here enables the adaptionof the inserting and clamping situation of the stamped parts before andduring the roller hemming process so that the dimensional accuracy of therespective assembly – especially with regard to any transition offset defects– can be significantly influenced and thus be improved during the serieslaunch as well as in series production. By using the adjustable hemmingdie, especially the transition areas of assembled parts can be changed byup to 2 mm and more at lowest expense within only a few hours.

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6.4 Modelling Defects of Unhardened Adhesives Resulting fromHandling and Warpage: Viscous Fingering

Silvio Facciottoa, Daniel Sommera, Andre Haufeb, Martin Helbigb,Peter Middendorfa

aInstitute of Aircraft Design, University of Stuttgart, GermanybDYNAmore GmbH, Stuttgart, Germany

Adhesive bonding of hybrid, multifunctional parts is key to a modern,efficient body in white in automobile production. It enables lightweightdesign, multi-material constructions and leads to a stiffer behaviour ofthe chassis. However, mechanical joints are often additionally requiredto ensure the integrity in case of failure of the adhesive bond; e.g. tostop catastrophic zipper-like failure of a bonded seam. Only some ofthese joints are placed in the early stages of the production chain in orderto fix the parts whilst the adhesive is uncured. In this state, robotstransport the parts from station to station at high speeds and accelerations.Additionally, when curing the adhesive in a run-trough oven, along withthe electrophoretic-deposition coating, the complete assembly is heatedabove curing temperature. Because of deformation induced by handlingand temperature expansion, displacement of the joining partners relativeto each other can occur, which may result in defects in the adhesive bondand possibly lead to failure.

One important effect is viscous fingering or Saffman-Taylor instability,which can occur in any unstable interface between two fluids (here: theadhesive and the surrounding air). The result is a reduced area of theadhesive with fractal-like fingers protruding from the exposed surfaces. Thisphenomenon occurs when the uncured glue is strained and the aspect ratioof the bond line exceeds a specific range.

This paper focuses on capturing this effect within a finite element processsimulation in order to give predictions on its occurrence and extent. Themodelling of the adhesive with a hyper-elastic model is discussed anda sensitivity study of simulation parameters on the effect is presented.Virtual specimens include round geometries, which can be compared totests in Lifting-Hele-Shaw-Cells, and long bond lines similar to those usedin automobiles. An outlook on the calibration of the numerical model tothe aforementioned tests and on transfer to structural rupture simulationof the damaged, hardened adhesives is given.

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6.5 A self-programming painting cell �SelfPaint�:Simulation-based path generation with automized quality controlfor painting in small lot sizes

Nico Guttlera, Niklas Sandgrenb, Stefan Weberc, Philipp Kneea,Raad Salmanb, Jens Klierc, Fredrik Edelvikb, Oliver Tiedjea


Stuttgart, GermanybFraunhofer-Chalmers Centre, Gothenburg, SwedencFraunhofer Institute for Industrial Mathematics ITWM, Kaiserslautern, Ger-

many

The increasing variety of products and variants requires a flexible andfast path generation in robot-based painting processes. In the state ofthe art, path generation in the painting industry is a time-consuming andcost-intensive iteration process in which the generated paths are evaluatedand optimized via painting trials. In this paper, we present a concept fora self-programming painting cell, which is based on the key technologies3D-scanning, multi-physics painting simulations, and a contactless filmthickness measurement using terahertz technology. The core-element ofthis cyber-physical painting system is a unique combination of numericalpainting simulations with a gradient-based multi-objective optimizationmethod, which virtually computes painting paths utilizing a CAD modelfitted onto the point cloud of the scanned workpiece. In order to drasticallyreduce the time and computationally intensive numerical fluid dynamicsimulations, a step-by-step coupling of an offline and online simulationwas implemented. In a final step, a guaranteed collision-free robot motionwithout singularities is generated automatically from the painting path.The concept was validated under pilot plant conditions by the painting of afender using electrostatically assisted high-speed rotary bell atomizer basedon the measured paint film thickness. The coating thickness, measuredwith terahertz radiation was used as the target and validation criterion, asit shows a strong correlation to other quality values. The results show thatthe achieved film thickness was within the process specification, althoughdeviations between simulated and measured film thicknesses were found inthe edge zones of the workpiece.The self-programming painting cell �Self-Paint� was successfully validated conceptually under pilot plant conditions.However, process integration of �SelfPaint� is still limited in the processplanning itself since prerequisites for working with optical devices, as wellas a time window for the calculation of painting paths, must be taken intoaccount.

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6.6 Less chemicals and more power: Pulsed Electric Field (PEF)treatment for reduction of microorganisms. A biocide-free bathmaintenance method in pretreatment of dip coating plants.

Philipp Preißa, Claus Lang-Koetza, Wolfgang Freyc, MonikaBohemb, Norman Poboßb, Stefan Dekoldb

aInstitute for Industrial Ecology (INEC), Pforzheim University, GermanybEisenmann Anlagenbau GmbH & Co. KG, Boblingen, GermanycInstitute for Pulsed Power and Microwave Technology (IHM), Karlsruhe Insti-

tute of Technology (KIT), Germany

Decisions on the implementation of innovative concepts and technologiesinto automotive pretreatment lines are regularly marked by uncertaintyregarding trade-offs between economic, ecologic and technical aspects.

Huge amounts of water are consumed during the production in car bodypainting plants. It is hardly possible to avoid that certain microorganisms(MO) proliferate in process water and pretreatment bath tanks. If thebacterial load increases too much, the quality of the paint finish is likely tobe impaired. Therefore, chemical biocides are regularly used in pretreatmentand dip coating plants. However, repeated use of the same biocides canlead to resistance of some MO strains. In addition, stricter legislation isgradually withdrawing certain biocides from the market and making it moredifficult to obtain approval for newly designed active substances. Hence,conventional decontamination methods might no longer work in the future.

The PEF treatment is an innovative technology within the field of pre-treatment lines. By applying high voltage pulses (kV range, µs duration),a high field strength is generated in the process fluid and across the cellmembrane of the MO, which permeabilises the cell membrane. As a result,the MOs lose their cell interior (cytoplasm) and eventually die. In theBMBF-funded joint-venture project DiWaL, this physical decontaminationmethod is applied for the first time to treat paint solutions and water fromthe dip coating process. A 30 kV demonstration plant was built up andtested. A semiconductor switched pulse generator provides the necessaryflexibility to control the pulse height and duration. The ecological andeconomic sustainability was enhanced by stakeholder integration, economicand ecologic analysis, and corresponding feedback and interaction with thedevelopers of the technology.

The results of the project show that PEF treatment has a high marketpotential and several advantages regarding digitalization and process control,compared to conventional biocide treatment. With regard to the ongoingenergy transition, the environmental impacts are expected to decrease inthe near future.

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6.7 Safety in electromobility – Technical cleanliness between thepoles of design requirements and efficient production

Patrick Braga, Markus Rochowicza


Stuttgart, Germany

The amount of automotive electronics is constantly rising for years. Asudden rise can be partially observed through the electrification in thepowertrain and automation of driving functions. Particles from productioncan constitute a substantial risk in regard of function and security for thebuilt-in systems such as batteries, fuel cells, control and power electronicsup to camera systems. Conductive particles can cause false signals inelectronics or even severe short-circuits up to vehicle fire in high-voltage orbattery applications. But also non-conductive, microscopic impurities canalso cause optical errors and failures in camera systems.

Thus ”technical cleanliness” of components and production processes isan increasingly important quality characteristic in the automotive valueand supply chain. A very urgent problem at the moment is the divergencebetween very high cleanliness limits - usually prescribed by the development- and the technical and economic limits in mass production.

This article presents current and future approaches that can help deter-mine or implement the right level of cleanliness:

- Design principles to reduce particle sensitivity, which can be alreadyconsidered during the design phase.

- Integration of technical cleanliness in the product development process,supported by suitable FMEA and audit tools.

- Methods to evaluate the actual damage potential or failure risk due toparticles, both theoretically and experimentally (current research topics),in order to derive realistic and economically feasible cleanliness limits.

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Session 7: Smart Systems & Servicesin Manufacturing

This session takes a look into current research for deep-learning in production, robotics, the appropriate use of wear-ables, predictive maintenance and digital twin technologies.

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7.1 Deep Learning Enabled Real Time In Site Quality InspectionBased On Gesture Classification and Force Estimation

Ioan-Matei Sarivana, Daniel Diez Alvarezb, Matthias Reichenbachb,Simon Bøghc, Ole Madsenc

aMercedes-Benz AG, Stuttgart, GermanybAalborg University, Aalborg, Denmark

In the era of smart manufacturing, human workers still play an essentialrole and their work, as any other process taking place on a productionline, needs to be digitally tracked and analysed. In this paper we presenta novel method for performing in site real time quality inspection andconsequently, digitization of manual processes performed by human workers.It complements and improves our previous work in this area, which makesuse of acceleration and audio signals gathered from a smartwatch to classifymanual actions as successful or unsuccessful. This new methodology pro-vides the worker with a real time capable, robust and more accurate qualityinspector. The developed solution is meant to be used on automotive pro-duction lines and assist the workers when performing assembly tasks suchas plugs connections. A BIOX armband gathers signals from the worker’swrist and a microphone records the sound produced by the connections.Both signals are processed through a deep neural network, to detect ges-tures, estimate the applied forces and finally classify the connections assuccessful or unsuccessful. The method is validated in the production linesat Mercedes-Benz AG and ease on spot real time quality inspection anddigitization of manual processes in general.

7.2 Robotic Arm’s Anomalies and Degradation Monitoring anddetection by Using Machine Learning

Hussein. A Tahaa, Soumaya Yacouta, Lionel Birglena

aPolytechnique Montreal, University of Montreal, Canada

Robot Arm performance varies due to normal and abnormal events suchas normal degradation of equipment, motors, and mechanical system jointsand gears, and abnormal events such as faulty events. In this paper, weaddress the positional performance degradation, which can be stopped andredressed if suitable required action is achieved. the Tool Center Point(TCP) position measurement’s devices are expensive, hence unavailable toevery robot and the calibration process of industrial robots is a tedious andcostly operation. Some industrial processes are however critically sensitiveto target tool position such as peg in hole assembly, robotic machining,

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mirror manufacturing, and critical equipment positioning. We proposes adata driven artificial intelligence tool to detect anomalies and degradation ofthe robotic arm for position health assessment without the need for specialadvanced sensors. TCP deviation is predicted using deep machine learningmodel that trains on time series historical data of robot’s performance.Statistical thresholds are calculated to detect robot arm’s degradationand anomalies by performing redisual analysis. Alarm system is built byapplying the proposed monitoring tool on-line.

7.3 Using Deep Neural Networks to Separate EntangledWorkpieces in Random Bin Picking

Marius Moosmanna, Felix Spenratha, Manuel Monniga, Muham-mad Usman Khalida, Richard Bormanna


Stuttgart, Germany

Entangled workpieces are still a huge challenge for random bin picking,which describes the extraction of unordered workpieces out of bins by arobot. These entanglements can cause the robot to pick multiple parts,which leads to problems during placement of the gripped parts. Previousapproaches cope with this problem by shaking the gripped workpiece abovethe bin to separate blind passengers. However, these methods increase thecycle time and may decrease the robustness of the application. Thereforewe propose a new method to separate entangled workpiece situations in apile by using deep supervised learning. To generate annotated training datafor a convolutional neural network we set up a simulation scene. In thisscene, bins are filled with different amounts of sorted workpieces in severalentangled situations. Each workpiece is then moved into different directionsto path poses which are evenly distributed along the surface of a hemisphere.Every tested path pose is then annotated by the amount of movement ofall other workpieces in the pile and the success of the separation of theworkpieces. This process is repeated several times with increasing sizes ofthe hemispheres. The best depart pose of the smaller hemisphere forms thestarting pose for the next bigger hemisphere. The emerging dataset consistsof cropped depth images of entangled workpiece situations and several pathposes which are annotated in simulation. A convolutional neural networkis trained on this dataset and proposes additional poses to the generaldeparture path. Finally, the performance of this method is validated onsimulated data. To the best of our knowledge, our proposed method is thefirst approach to find the best extraction strategy to separate entangledworkpieces in a pile. With this method, the effective cycle time for random

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bin picking of entangled workpieces decreases and the robustness increasessignificantly.

7.4 Automatic gripping point generation for vacuum grippers forRandom Bin Picking

Muhammad Usman Khalida, Felix Spenratha, Manuel Moenniga,Marius Moosmanna, Richard Bormanna


Stuttgart, Germany

In random bin picking, gripping points are often defined manually, whichrequires intensive time and expert knowledge. Gripping points generatedby manual operation are often not perfect, especially for complex workpiece geometries. In our paper, we propose a method, which generatesand prioritizes gripping points for vacuum grippers by analyzing the CADmodel of a work piece and the gripper geometry. Using projections ofthese models, several heat maps are generated for the work piece. A heatmap for the overlapping of the workpiece and the gripping surface, isgenerated by traversing over the work piece projection and calculating thenumber of overlapping pixels between gripper and work piece projection.Another heat map, which represents the surface smoothness, is generatedby traversing over the complete work piece projection and calculating theabsolute difference between the surface of gripper and work piece. A heatmap for the center of gravity is generated as well, spreading out uniformlyfrom the physical center of gravity. To get a combined heat map, whichestimates the probability for a successful grip, all individual heat mapsare merged using a weighted sum. To generate discrete gripping points onthe workpiece, grid based sampling is used to ensure a sufficient distancebetween the generated gripping points. These gripping points are alsoprioritized based on their combined score calculated from the weightedsums. The maximum score can also be used to determine the most suitablegripper out of vacuum grippers of several sizes. To validate the correctnessof the generated gripping points, heat maps are generated by measuringvacuum pressure over the surface of work piece in physical experiments.The validation has shown that the heat maps generated by our methodare similar to the results measured by vacuum pressure. This shows thatour method generates suitable gripping points and therefore increases theautonomy of bin picking significantly.

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7.5 Operator emulation through robot cells enables a highlyflexible automation of secondary activities on machine tools

Johannes Abichta, Torben Wiesea, Steffen Ihlenfeldtab

aFraunhofer Institute for Machine Tools and Forming Technology IWU, Chemnitz,

GermanybInistitute of Mechatronic Engineering, Technische Universitat Dresden, Germany

Decreasing batch sizes and increasing part variance prevent the level ofautomation of machining processes from increasing. Due to parts complexity,a large number of production steps on different machine tools is necessary.Hence, operators must perform additional secondary activities, such ascommissioning and controlling machine tools as well as inserting, post-treating or testing components.

Mobile robot cells can automate secondary activities. However, worksafety and machine-to-machine (M2M) communication requires a mechanicalcoupling and control interface to the machine tool. This cost-intensive effortlimits the flexible use of robot cells in the machine park.

This paper presents a robot cell concept, which emulates the humanoperator for carrying out secondary activities without any mechanical orelectrical connection to the machine tool. The robot cell utilizes a machinevision system for referencing to the machine tool and existing HMI devicesfor M2M communication. Opto-electronic protective devices ensure worksafety during robot cell operation.

Using skill-based programming, the paper presents possible secondaryactivities as abstracted skills in a configurable robot cell flow. These skillsconsists of robot movements within preconfigured and relative robot jobsin adjustable cartesian coordinate systems. When changing the relativeposition of the robot cell to the machine tool, image processing via depthand RGB cameras determine the required motion offset through coordi-nate system localization. A dialogue-based HMI with an authenticationsystem allows an intuitive setup of the robot cell on different machinetools. Authorization levels manage the configuration possibilities of variablecommissioners.

For the skill ”Machine Control Panel (MCP) Interaction”, this paperpresents the adaptation of robot movements and the M2M communicationvia HMI devices. The use of ArUco markers enables a repeatable andaccurate localization of the MCP within the requirement limits undervarying light conditions.

The presented approach automates secondary activities on machine toolswithout a mechanical or electrical connection and thus reduces the integra-tion effort. A dialogue-based HMI allows the fast commissioning without

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programming expertise.

7.6 Flat knitted sensory work glove for process monitoring andquality assurance

Sarah Kima, Paul Hofmanna, Hermann Finckha, Albrecht Dinkelmanna,Gotz T. Gresserab

aGerman Institutes of Textile Fiber Research (DITF), Denkendorf, GermanybInstitute for Textile and Fiber Technologies (ITFT), University of Stuttgart,

Germany

Reliable systems for the detection of touches and gripping forces forprocess monitoring and quality assurance are lacking. The implementationof tactile datagloves can facilitate repetitive or complex tasks in productionprocesses. By being able to determine whether an action was carried outin accordance with the specifications errors can be reduced and efficiencyincreased.

Most of the data gloves described in literature do not go beyond theiruse in research, due to poor stability, technical challenges, high costs, andthe lack of reliable production techniques. Often, flexible foil sensors areintegrated into the gloves, which show a very good reproducibility of themeasurement signal. However, they are still very stiff compared to thetextile structure, do not adapt to the finger shape and thus reduce thecomfort. We transferred the sensor principle of foil-based force-sensors toknitted sensor structures, which can be integrated during the productionprocess of a completely knitted work glove.

In order to develop a knitted piezoresistive sensor, gripping forces, biome-chanical requirements as well as knitting requirements were defined. Yarnmaterial was fabricated for both the electrodes and the sensory functionallayer. Different sensors were then manufactured and subsequently evaluatedin regards to electromechanical properties such as long-term drift, sensorsensitivity, and reproducibility of the sensor signal

The sensor signal of all sensors remained stable and no drift could bedetected when being subjected to a constant load of 10 N over 20 hours.Since the glove is stretched differently when worn, the behaviour towardsstretching was investigated. When subjected to dynamic forces while beingdifferently pre-stressed, a clear differentiation between loaded and unloadedstates is possible. Due to the complete textile structure, textile aspects suchas draping properties, elasticity, and breathability are retained. Knitting isan established manufacturing process for gloves, as the entire glove can beproduced in a single production process.

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7.7 A Framework for Digital Twin Deployment in ProductionSystems

Ayman Aboelhassana, Ahmed Sakra, Soumaya Yacouta

aPolytechnique Montreal, Canada

Digital twins represent physical systems through dynamic adaptive repli-cas. These replicas are virtual image for the functionality and interactions ofthe physical system and its components. Digital twin materializes real-timemonitoring and decision-making support. These are essential pillars in theIndustry 4.0 paradigm. On the system level, multiple architectures areestablished for digital twin concepts in the literature. However, the roadmapfor deploying a functional digital twin has not been fully recognized thus far.In this paper, we propose a framework for the deployment of a digital twinin production systems. The framework covers both levels of virtualization:digital shadowing, and digital twining. It utilizes present technologies innetwork communication, data management, and knowledge extraction. Wedescribe the main components of the digital twin, and their relation tothe management schemes currently implemented in production systems.Additionally, we devise an approach for integration of available simulationand data analysis tools for dynamic modeling and system performanceevaluation. Through our proposed framework, the current technologies andtools are capable of deploying a digital twin. Consequently, learning algo-rithms and monitoring procedures are exploited for dynamic performanceimprovement.

7.8 The smart factory and the unique digital order twin

Wilmjakob Herlyna

aOtto-von-Guericke Universitat, Institute of Logistics and Material Handling

Systems, Magdeburg, Germany

The development of ’smart factories’ concentrates on products as well ason the technical equipment required for production and its control. Theoperation of a ’smart factory’ also requires preceding production schedulingand material delivery. This can be done by means of a unique Digital OrderTwin (DOT), which is generated for each individual customer order. Thiswill become increasingly important in the future, as more and more productsare configured individually and thus (almost) every product differs fromother similar products. The virtual order twin accompanies the physicalorder twin from production scheduling through the entire production processto completion and at the same time documents all production steps and their

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results. This is not primarily an advantage for documentation obligationbut also in tracing errors and possible recall actions in the context ofproduct liability. For each DOT all components required for production aredetermined and stored ’within’ the DOT. By this existing production andlogistics processes and new forms of production control such as the conceptof pearl-chain and self-controlling processes can be supported.

This paper aims to develop a concept for a DOT which will be used toplan the entire order flow of each individual product for the Digital Factory.The DOT is also needed to harmonize and optimize all customer orders in afactory. Starting point is the Master Production Schedules (MPS) for everysingle factory around the world where individual products ordered by thecustomer or dealer from worldwide sales markets are stored. Based on MPSthe detailed production and assembly scheduling in the ’digital factory’takes place and concrete production orders are generated. As soon as thefirst main components or modules for a specific individual product aremanufactured a direct connection to the physical digital twin is establishedby this order-coupling-point. During the entire production process, thevirtual and the physical Digital Twin are in contact with each other.

7.9 Predictable and real-time message-based communication inthe context of control technology

Timur Tascia, Marc Fischera, Armin Lechlera, Alexander Verla

aInstitute for Control Engineering of Machine Tools and Manufacturing Units,

University of Stuttgart, Germany

The demands concerning manufacturing companies are changing in thecourse of the globalization. Within dynamic and volatile markets, companiessee themselves exposed to a fluctuating demand, an increasing number ofcompetitors and the necessity to produce individually customizable products.To meet these requirements, production systems with high flexibility arenecessary. The complexity that goes along with this cannot be handled bythe architectures of the strictly hierarchical automation pyramid. Therefore,these rigid structures are increasingly replaced by flexible and decentralizedproduction systems. Consequently, the process-related automation technol-ogy must also meet the requirements of reconfigurable production systems.The software for programmable logic controllers, which are key componentsfor controlling production processes, is typically monolithic. To counter thedisadvantages of software-monoliths, modular software architectures areused. Software containers, also known as lightweight virtualization whichis increasingly used in higher levels of the automation pyramid, enablehardware independence. Furthermore, containers simplify the deployment

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of microservice architectures.However, changes to a monolithic system also have an impact on the

executability and communication of the components involved. Due tothe breaking up of the control system, the components involved must beregarded as a distributed system. In addition, the real-time properties mustbe retained, which does not make things any easier. To ensure the feasibilityof a container-based architecture, a concept for the communication betweencontainerized applications has to be developed. In this publication, aconcept for the implementation of communication based on message-basedtechnology is discussed and its suitability in the area of real-time is analyzed.For this purpose, existing communication concepts for distributed systems,mainly from classical IT, are analyzed and their feasibility is evaluated.Subsequently, an execution model for the communication is created andprototypically implemented. Thereby the cyclic and event based executionpossibilities of a programmable logic controller (PLC) are discussed.

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List of all authors

AAbicht J, 81Aboelhassan A, 83Adolf T, 65Al Assadi A, 20, 62Alexy H, 25Andreoni A, 66Anzolin G, 66

BBauernhansl T, 20, 22, 26, 37, 52Bøgh S, 78Bdiwi M, 58Biegerl M, 28Birglen L, 78Birkert A, 72Block L, 64Bohem M, 75Bormann R, 79, 80Brag P, 76Burggraf P, 24

CCarosella S, 48, 49Cottyn J, 34

DDurr S, 25Decker C, 36Dekold S, 75Diez Alvarez D, 78Dinkelmann A, 82

Dittmann J, 46

EEdelvik F, 74Effenberger I, 42Eheim M, 32Esch P, 47Ewert D, 38

FFacciotto S, 73Fechter M, 20, 62Fial J, 49Finckh H, 82Fischer M, 84Foith-Forster P, 20Fottner J, 55Frey W, 75Frieß U, 58Fries C, 20Fritzsche R, 70Frommknecht A, 47

GGoppert A, 24Gotz T, 28Guttler N, 74Gebhardt A, 47Gorbach G, 28Graf T, 43Gresser GT, 82

87

HHoffernig M, 54Haufe A, 73Heßberger N, 65Helber F, 48Helbig M, 73Herlyn W, 83Hermann F, 45Hesslein N, 59Hinckeldeyn J, 59Hoßfeld M, 43Hofmann M, 57Hofmann P, 82Hou S, 58Huber M, 25, 42

IIhlenfeldt S, 81

JJazdi N, 21Juarez J, 39Jung T, 38

KKarcher S, 26Kaiser D, 32Karkowski M, 34Kauffmann M, 25Kaufmann M, 42Kaymakci C, 62Kellner P, 28Kern W, 37Khalid MU, 79, 80Kim S, 82Klaiber D, 28Kloser S, 36Klier J, 74Knee P, 74Komesker S, 37Korte D, 56Kotstein S, 36

Kreutzfeldt J, 59

LLamprecht R, 25Lang-Koetz C, 75Leberle U, 63Lechler A, 84Li C, 35Liewald M, 49Lipp S, 39Lippmann J, 70

MMadsen O, 35, 78Monnig M, 79Mantravadi S, 35Muller T, 21Mayershofer C, 55Møller C, 35Mesa Cano A, 67Middendorf P, 45, 46, 48, 49, 73Miehe R, 62Mikoschek M, 64Moennig M, 80Moosmann M, 79, 80

NNeb A, 27Nielsen H, 35Nitsche J, 45Nowack M, 72

OOnuseit V, 43Otto A, 58

PPichler M, 54Pichler R, 54Poboß N, 75Popp J, 53Preiß P, 75

88

RRanke D, 20, 52Reichenbach M, 78Reip M, 54Reisinger M, 65Rochowicz M, 76Rudolph S, 23, 33Ruskowski M, 37

SSakr A, 83Salman R, 74Sandgren N, 74Sarivan IM, 78Sauer A, 62, 65Schenek A, 49Schlotthauer T, 45Schmitt RH, 24Schneider C, 62, 65Schneider M, 28Scholz J, 27Schopper D, 23Schou C, 35Schukat E, 24Sommer D, 73Spenrath F, 79, 80Stahl T, 67Stetter R, 71Stiedl T, 38Stillig J, 54Strametz D, 54

TTaha HA, 78Tasci T, 84

Tiedje O, 47, 74Till M, 33, 71Todtermuschke M, 58, 70Tonhauser C, 23Toso N, 46Trierweiler M, 20, 22

VVerl A, 84Vinot M, 46Voigt A, 70

WWagner A, 37Waltersmann L, 62Walth S, 21Walz D, 44Weber S, 74Weigelt YL, 63Weil R, 32Werner MJ, 64Werz M, 44Wesselhoft M, 59Weyrich M, 21Wiendahl HH, 20Wiese T, 81Winter J, 25

YYacout S, 78, 83

ZZech A, 71Zerrer T, 36Zhao J, 34

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