U.S. media: Germany’s auto industry is conservative love small repair small make up competitiveness is weak

Craftsmanship has been a buzzword for Chinese companies over the past few years, and learning is representative of Japan and Germany. This article provides us with a new perspective, showing that German companies are conservative in their innovation, leading to a lag behind the United States. There is nothing wrong with the artisan spirit itself, but it should not be used as an excuse for uninnovative, slow innovation. Even when we pursue the spirit of artisans, we are innovative artisans, rather than indulging in the past.

NetEase Technology News November 13 news, according to U.S. media reports, German companies are used to steady progress. While electric cars are being developed around the world, German car engineers are tinkering around the invisible carbon-fibre material that drivers can’t see.

While Germany has focused on steady improvements in technology in the past, it is not fit for this fast-changing period. Economic data for the third quarter are expected to show that Germany is in a technical recession for the first time in six years.

U.S. media: Germany's auto industry is conservative love small repair small make up competitive ness is weak

Pictured: Carbon fiber components made by Sglin for Audi cars

At the SGL Carbon SE plant, 24 workers in blue T-shirts shuttled between 30 industrial robots, stacking, cutting and bonding carbon fiber parts for roofs and rear spoilers. The company’s goal is to make carbon fiber the heart of the car of the future. But they didn’t mass-produce the car’s carbon-fibre frame, as BMW and Volkswagen imagined at the turn of the century. The whole thing has proved to be a flaw in an overly stable corporate culture.

Launched in 2013, the BMW i3 body is made of carbon fiber, “people are very enthusiastic about carbon fiber.” The head of the plant, Herwig Fischer, said the i3 was a revolutionary project. But today’s product is more of an improvement. ”

At the time, BMW partnered with SGL to set up a plant in the United States to produce carbon fiber materials and compete with Volkswagen for control of the company. Daimler then joined the trend, setting up a joint venture with a Japanese counterpart to produce carbon fibre.

Shortly after the carbon fiber boom began, Tesla released the Model S. The electric car had a range of 430 km and was equipped with a wireless software update and a 17-inch touchscreen. In other words: While German auto engineers are tinkering with a complex material that drivers can’t see, the new Tesla is inventing the iPhone on wheels.

Similar failures include BMW’s hydrogen-fueled car launch in 2005, which missed the opportunity to develop a power-battery car.

Germany is beginning to lose its edge, according to the World Economic Forum’s latest report on global competitiveness. Germany is only now beginning to develop the automotive battery industry, the transition to electric vehicles. Germany’s competitiveness ranking fell from third place last year to seventh this year, the report said, largely because of the country’s difficulty in adopting new internet and communications technologies.

The complex decision-making of German companies has also led to a slow adaptation to the new situation. At the top of the pyramid is the Supervisory Board, which hires and fires executives and signs major strategic decisions. Employee representatives, who make up half of the board, tend to be pessimistic about initiatives that could lead to layoffs, making the business more conservative.

Fortunatee, progress has been made in this regard. Most big German companies are trying to add more different voices. Last year, Daimler hired Marie Wieck, head of IBM’s blockchain business, to the supervisory board, while Volkswagen hired Marianne Heiss, head of public relations, to the supervisory board.

Volkswagen’s diesel-car scandal has also raised alarm bells for German carmakers, which have since stepped up efforts to develop self-driving electric vehicles. BMW is currently pulling out of a joint venture with Sigrid, and its future iNEXT flagship model will not be as heavily dependent on carbon fibre as the i3. Although the car’s prospects of using carbon fiber are slim, the effort is not entirely in vain.

Many carbon fiber components are lighter, more durable, fireier, and are becoming more economical.

Good production of parts in Sigri is faster than ever. The company is developing battery casings for Chinese electric car maker Weilai and will launch 10 new projects to produce auto parts by 2020, with three new production lines to start production this year. It also extends beyond the automotive industry, where carbon fiber-like composites are already mature in aircraft manufacturing.

“It took about half a century for aluminum to move from the aviation industry to mass production in the automotive industry,” said Andreas Woeginger, technical director of SGL Composites. “Our industry is still young. “

Add a Comment

Your email address will not be published. Required fields are marked *