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Top 10 Manufacturing Hubs Based In Shanghai
This week, the government of Shanghai, a city of 25mn, ordered all factories to suspend their manufacturing during a city-wide lockdown to prevent the spread of COVID-19.
AVEVA x Microsoft: Partnership To Optimise Manufacturing Operations
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Building Data-Driven Manufacturing With Arcstone
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Exploring & Producing Cutting-Edge Solutions
Challenging the elements and pushing the boundaries of the physically possible, the oil and gas industry is a tough, competitive business that requires near-zero tolerances and equally tough, never-let-you-down products.
Article by MasterFluid.
A truly global industry, oil and gas upstream exploration and production takes place on all seven continents, major oceans, and deepest seas worldwide. It is a driving force of the global economy. The exploration and production pressures and temperatures are intense, the stakes are high, and error can be catastrophic. Premium pipes, seals, valves, wellheads, couplings, and connectors are essential. Dependable metalworking fluids ensure manufacturers can compete in the highly competitive arena of the oil and gas business to produce 100% reliable pipes and dependable parts efficiently and profitably.
Full Article Available >> https://bit.ly/3iu1UrO
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An Ecosystem Approach To Drive AM Adoption In Maritime & Offshore
Additive Manufacturing (AM) has seen a surge in interest in recent years in the mobile asset industry, notably the aerospace, automotive, and defence. The Marine and Offshore (M&O) on the other hand, has seen a slower adoption rate in AM. This can be attributed to several reasons.
In the aerospace industry, owing to stringent safety requirements there are much fewer aircraft Equipment Manufacturers, with Airbus and Boeing dominating close to 99% of the commercial aircraft design market share. Similarly, for engine makers, General Electric, Pratt & Whitney, Rolls-Royce, and CFM International contribute to the bulk of the engines used in the market, similarly controlling the aftermarket of parts and services. With large industry verticals providing aftersales of spare parts and the stringent certification of the industry, owners of the aircraft operators have limited options to turn to when it comes to replacing spares. Regardless, aircraft owners generally demand original parts over alternative supply options. However, in the M&O sector, there are over 10 large shipbuilder groups (e.g. Imabari Shipbuilding, Samsung, Yangzijiang Shipbuilding, CSIC, CSSC, Oshima Shipbuilding, Daewoo Shipbuilding & Marine Engineering, Japan Marine United, and Fincantieri just to name a few) and hundreds other smaller shipbuilders of different tonnage internationally. As for the marine engine and propulsion maker groups, there are over 10 of them (e.g. Rolls-Royce, Caterpillar, Wärtsilä, Cummins, Hyundai, Honda, Mitsubishi, MAN, and Yanmar, etc.). It is hence easy to understand why there is more parts variability within a ship when compared to an aircraft or a car. This explains why M&O has many suppliers for marine spare parts, some with overlapping products, with any parts being supplied by tens of spare manufacturers. For AM to be adopted, original manufacturers will need to get onboard to license their parts to be printed at distributed service bureaus. It is easier to convince a handful of original manufacturers, which are responsible for supplying most of the spare parts in aviation rather than hundreds of original manufacturers for the M&O industry.
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Hands-On Research For Knowledge-Based Mass Finishing Processes
Innovative solutions are the driving force for the continuous creation of added value. In this respect the cooperation between science and industry plays a central role. A good example is the cooperation of the research department technological planning and grinding technologies at the machine tool institute WZL at the RWTH Aachen university (Germany) with the Rösler Oberflächentechnik in the field of mass finishing.
The RWTH Aachen is one of the 11 German universities that are recognised as “universities of excellence”. For decades the machine tool institute, one of the largest and oldest establishments at the Aachen university, has been a globally recognised beacon for future-focused research in the field of manufacturing technologies. One reason for this success has been the close cooperation between the four academic sectors “measuring technologies in manufacturing”, “quality management”, “manufacturing systems” and “manufacturing and machine tool technologies” combined with a balanced mix of basic and practical research.
Marius Ohlert, project manager for grinding technologies in the field technology planning and grinding methods, that is integrated in the academic sector manufacturing technologies, comments: “Through the close cooperation with a variety of industrial companies we make sure that our research projects are based on industrial needs and that the results can be quickly transformed into practical results”.
The mass finishing technology is a widely used system for all kinds of surface refinement tasks such as deburring, edge radiusing, surface smoothing, polishing, descaling and de-rusting. Despite the importance of this technology for many industries most mass finishing processes are still based on the knowhow of experienced experts. Mr. Ohlert describes one research goal as follows: “With our basic research we want to achieve that mass finishing processes are knowledge-based, thus allowing a quicker, more efficient and goal-oriented process development. For this purpose, we study in detail the physical effects of the various mass finishing methods”.
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Manufacturers to Spend US$2.6bn on Simulation Software by 2030
Simulation software acts as an insurance policy against costly mistakes because it enables manufacturers to understand how a product or component will behave before it’s put into use or how it will affect the production line. Global tech market advisory firm ABI Research forecasts that manufacturer’s spend on simulation software will surpass US$2.6 billion in 2030. Spending will accelerate over the forecast period (growing by CAGR 7.1% between 2022 and 2030) as the user base of simulation software expands in aerospace, automotive, heavy machinery, and the consumer-packaged goods sectors.
“In the past, manufacturers would create prototypes and test under certain conditions. Simulation software provides more flexibility by enabling manufacturers to examine how, for example, components in aircrafts and automobiles respond to heat and vibration, or how to optimize the layout of a printed circuit board in an electronic device. Also, manufacturers’ production lines are moving from batch to continuous manufacturing, so they need the ability to anticipate and alleviate bottlenecks relating to switchovers,” explains Michael Larner, Principal Analyst, Industrial & Manufacturing at ABI Research.
Simulation software solutions from the likes of Siemens, Dassault Systèmes, and Hexagon help manufacturers not only to create robust products but also expand usage of simulation software by specialists as well as individuals in product development and on the factory floor. Simulating software now supports a wide number of decision makers, such as plant managers, systems engineers, and maintenance teams.
However, vendors of simulation software for industrial applications face some challenges. “There is also a persistent tribal knowledge within some facilities where staff is hostile to change and so suppliers will need to overcome their lack of trust in simulation results. Suppliers will also need to work with their customers to understand the performance parameters and the acceptable tradeoffs in different verticals so that findings are based on reality and users trust the results,” Larner concludes.
