MBE for Plant Director

SustainabilityShowcase

Followingthe Sun

Bearings for aGreener World

IN THIS ISSUE…

ISSUE 7 - AUGUST 2010

Wave PowerBreakthrough

3 6 10 12

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NEWS

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MBE FOR ROGER EVANS

Roger Evans, Plant Directorat Llanelli, has been awardedan MBE (Membership of theOrder of the British Empire) forhis services to the engineeringindustry in Wales.

As well as successfullymanaging the day-to-day operations of Schaeffler UK’smanufacturing plant in Llanelli since 2001, Roger hasbeen instrumental in formulating and driving forward amanufacturing strategy in Wales.

He is currently Chairman of the Welsh ManufacturingForum, an organisation that reports directly to theWelsh Assembly on manufacturing strategies for Wales.He is also Director of the Welsh Automotive Forum andDirector of the Wales Management Council. Roger alsosits on the Board of Governors for both EEF(Engineering Employers Federation) South West andEEF Wales.

“I am truly honoured to receive such an award and mustnow continue to work hard in supporting Welshengineering and manufacturing companies,” he said

“One of my key objectives has been to try to enthuseand encourage more young people in Wales to chooseengineering as a profession. We need young,enthusiastic people involved in engineering if the UK isto survive as a manufacturing nation.”

COVER STORYMajor breakthrough inwave power technology

NATIONAL TRAININGAWARD FOR LLANELLISCHAEFFLER’S AUTOMOTIVE COMPONENT MANUFACTURING PLANTIN LLANELLI HAS BEEN AWARDED A WALES TRAINING AWARD INRECOGNITION OF THE COMPANY’S EXCELLENCE IN TRAINING,PEOPLE DEVELOPMENT AND ORGANISATIONAL CHANGE.

ts success came in the ‘Partnershipand Collaboration’ category of theNational Training Awards (NTA).

The award was given in recognition of the plant’sworking partnership with Brilliant Minds Training &Development, a company that specialises inbehaviour and attitude change in business.

The award was accepted on behalf of SchaefflerUK by Managing Director Kate Hartigan, Directorof Human Resources Adrian Roberts and TrainingOfficer Donna Williams-Bevan.

Schaeffler and Brilliant Minds together were one of 15 finalists from Wales, shortlisted from more than 800 NTA entries. The NTAs are designed torecognise organisations and individuals thatdemonstrate outstanding business and personalsuccess through investment in training. Byrecognising best practice, the awards aim to raiseawareness and inspire others to invest in learningand development.

Working together, Schaeffler and Brilliant Mindsadopted a technique known as Neuro-LinguisticProgramming (NLP) in order to increase theflexibility of both the mindset and behaviour ofmanagement at the Llanelli plant.

This involved focusing on overcoming obstacles tolearning, promoting effective communicationthroughout the company and by encouragingemployees to become more self-aware.

Roger Evans, Plant Director, commented: “Werecognised that our style of management and the

happiness of staff were fundamental to the overallsuccess of the plant. Adopting the NLP programmewith the help of Brilliant Minds has encouraged anincrease in emotional resilience.

“Although there have been some significantproblems to face during the last 18 months, people here now seem more able to deal withthese issues and are less likely to become stressedbecause of them.

“There have also been numerous examples ofmanagers engaging in more detailed, productiveconversations with staff, either to explain changesor to better understand issues that need solving,”he added.

Dianne Lowther, Principal Trainer for BrilliantMinds, said: “What makes this programmeexceptional is the commitment of Schaeffler’sdirectors and senior managers to the developmentof staff as well as their own development. ManySchaeffler people undertook 15 days of trainingover a 12 month period and, despite the downturnin business from the automotive sector, thecompany has seen a tangible improvement inbusiness performance”.

Investing in the development and skills of its peoplehas always been a high priority for Schaeffler UK.Since the culture change programme wasintroduced to Llanelli in 2001, the plant has madesignificant improvements, even through the currenteconomic recession. Almost every operator hasnow achieved NVQ Level II in PerformingManufacturing Operations. Many have alsorequested to proceed to NVQ Level III and allemployees at the plant have now undergonetraining in 5S Workplace Organisation. There arecurrently seven engineering apprentices and twograduate trainees at the plant.

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IIt gives me greatpleasure towelcome you tothe latest issueof our corporatenewsletter. The SchaefflerGroup hasalwayschampioned

quality and innovation - not just ofproducts but of services too - and I ampleased that so many of the articles in thisissue bear strong testament to this.

With recent high profile developments inrenewable energy technology here in theUK, it is pleasing to feature the positivecontribution that the Schaeffler Group ismaking to the future sustainability of ourplanet, not just in the wind, wave and tidalenergy sectors, but in the automotiveindustry too. Bearing technology hasalways been a major contributor towardsenergy efficiency, which has been furtherenhanced in recent years by Schaeffler’sintroduction of the class-leading X-lifeproduct portfolio.

Without doubt, a major factor in oursuccess over the years has been thededication, loyalty and commitment of ourpeople, and I am really pleased that thishas also been recognised externally byseveral accreditation bodies, not tomention Her Majesty the Queen!

I would welcome your feedback on any ofthe stories you read in this issue andwould like to take this opportunity tothank you for your continued interest andloyalty towards the Schaeffler Group inwhat are still very difficult economictrading conditions.

Kate HartiganManaging Director

chaeffler UK is a member ofthe Welsh Automotive Forum’sLow Carbon Vehicle Cluster(LCVC) and, as a result, Roger

Evans, Plant Director at Llanelli, wasamongst the group that briefed HRH ThePrince of Wales about the Wales GreenAutomotive Agenda during a recent visitto South Wales.

Set up in January 2010, the LCVCcurrently has 22 member companies thathave agreed to share skills, experiencesand resources in order to help each otheraddress specific technical, manufacturingand marketing issues. Member companieswill observe and adopt best practices fromother members that will lead to improvedprocesses and systems.

Tim Williams, Chief Executive of theWelsh Automotive Forum said that the

briefing for The Prince of Wales wasorganised during his recent visit to SouthWales so he could learn about the WalesGreen Automotive Agenda and the LowCarbon Vehicle Cluster. “His RoyalHighness was very interested in both theGreen Automotive Agenda and LCVC andhas asked to be kept up to date on futureprogress.”

Roger Evans, who is a board member ofthe Welsh Automotive Forum, commented:“The Low Carbon Vehicle Cluster is aboutmember organizations sharing businesscontacts in order to create brand newbusiness opportunities.

“As a company Schaeffler is activelyseeking and submitting collaborative R&Dand commercial projects that cangenerate sustainable wealth forcontributing members.”

Other members of LCVC includeConnaught Engineering Ltd, a developerof hybrid drive technologies, aluminiumcastings supplier Melloy Ltd, and theUniversity of Glamorgan’s Faculty ofAdvanced Technology.

Tim Williams, added: “The Cluster is opento any company in Wales that candemonstrate that they have developed orare manufacturing low carbon vehicle orinfrastructure technologies, or that theyhave adopted low carbon technologies inorder to reduce manufacturing carbonemissions.”

PRINCE IS BRIEFEDON WALES’ GREENAUTOMOTIVE AGENDA

The Prince of Wales with members of the WelshAutomotive Forum including Roger Evans (centre).

SPOSITIVECONTRIBUTIONSTO THE FUTURE

SCHAEFFLER CEO TAKES THE REINSAT WORLD BEARING ASSOCIATION

Dr. Juergen M.Geissinger,Schaeffler GroupPresident and CEO,was elected aspresident of theWorld BearingAssociation (WBA)

at the organisation’s fourth annualmeeting in Tokyo.

The WBA was established in 2006 asthe umbrella organisation for theAmerican Bearing Manufacturers’Association (ABMA), the Japan BearingIndustrial Association (JBIA) and theEuropean Bearing Manufacturers’Association (FEBMA).

It represents the leading global bearingsuppliers, with combined sales ofapproximately 20 billion euros, or around75 per cent of the worldwide rollingbearing market.

Its objectives include the elimination ofcompetition-distorting trade restraints, as

well as the introduction of uniformenvironmental protection standards.

Another important focus is the fightagainst product piracy and counterfeiting.“Counterfeiting earns large sums ofmoney and causes immense economicdamage,” commented Dr. Geissinger.

The bearing industry is not immune tocounterfeiting and reports losses ofseveral hundred million euros. Counterfeitbearings are also a considerable safetyrisk and the situation has deterioratedover the last few years, as thecounterfeiters copy not only simplecatalogue products, but alsotechnologically demanding bearings thatare, for example, used in aircraft enginesor high-speed trains.

“WBA therefore intends to furtherreinforce its initiatives with intensifiedinformation and clarification of facts forcustomers on the one hand anduncompromising prosecution of offenderson the other,” said Dr. Geissinger.

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A DECADE OFEYE ROLLINGAFTER MORE THAN 10 YEARS OF OPERATION, SPHERICALROLLER AND SPHERICAL PLAIN BEARINGS FROM THESCHAEFFLER GROUP ARE CONTINUING TO ENSURE THATTHE LONDON EYE KEEPS TURNING SAFELY AND RELIABLY.

he Millennium Wheel hasbeen rotating continuously,day after day, for 10 yearsand is now one of the most

popular visitor attractions in London.Since opening, the total number ofpassengers to have used the observationwheel is more than 36 million.

At the centre of the wheel are FAGrolling bearings, originally supplied bySchaeffler in 1999/2000. The wheel,which was constructed using around1,500 tonnes of steel, rotates with thehelp of two FAG double row, radialspherical roller bearings, which arefitted as a locating and non-locatingbearing set at the hub of the wheel.

Firmly located on the shaft, the locatingbearing has an outside diameter of2.66m and weighs 6.3 tonnes. Thenon-locating bearing, which has anoutside diameter of 2.62m and weighs5.2 tonnes, moves back and forth onthe shaft in order to compensate forthermal expansion. These two sphericalroller bearings have a rated life of morethan 50 years.

Experienced engineers from FAGIndustrial Services carry out regularinspections to ensure defect-free,reliable functioning of the bearings.

If at any point during the Wheel’slifetime, the bearings requiredismantling, Schaeffler has devised anovel, cost effective, time-savingsolution. As the non-locating bearinghas a larger bore (2.1m) than thelocating bearing (2.04m), it can bepulled over the locating bearing seat,enabling both bearings to be

dismantled from one side. Dismountingwould be carried out on the river side,as the observation wheel only has asupport on the land side.

As well as supplying bearings for thecentral hub, Schaeffler also providedlarge ELGES spherical plain bearingsthat hold the London Eye in an uprightposition. During the original installationof the wheel, these spherical plainbearings enabled the wheel to bemoved from its horizontal mountingposition across the Thames and into itsfinal vertical position. Since installation,the function of the bearings has beento compensate for micro-movementscaused by the wind.

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The Wales Quality Awards is an annualcompetition based on the EFQM EuropeanExcellence Model. The awards are open to allcompanies based in Wales, includingmanufacturers, financial organisations, serviceproviders, hospitals, educational establishmentsand local councils.

Schaeffler UK received top honours in theManufacturing Prize category. Donna Williams-Bevan, Training Officer at Schaeffler UK,and Process Manager Derrick Lewis, acceptedthe award on behalf of the company at the annualawards ceremony held at the City Hall, Cardiff.

Winning a Wales Quality Award is an accolade forany business and many organisations that take

part do so year after year, as they use the processas a fundamental part of their company’s planningprocess to drive business improvement.

Vincent Kane, Chairman of the Wales QualityCentre, the organisation responsible for the WalesQuality Awards, commented: “I think theSchaeffler plant at Llanelli is now a role model inWales of what a medium-sized manufacturingplant should be. Areas of excellence includeleadership and constancy of purpose, as well aspeople development and involvement.

“Schaeffler has shrugged off the difficult timeswhich the automotive sector has endured duringthe recession, and I believe the plant is now in astrong position for the recovery.”

SCHAEFFLER UK RECOGNISED FOR QUALITY EXCELLENCESCHAEFFLER (UK) LTD’S AUTOMOTIVE COMPONENT MANUFACTURING PLANT IN SOUTH WALES HASRECEIVED A WALES QUALITY AWARD FOR THE PLANT’S ACHIEVEMENTS IN MANUFACTURING QUALITY.

FIAT CONTRACT IS AMAJOR BOOST FORLLANELLI PLANT

his is the first time thatSchaeffler’s UK plant has workedwith Fiat and the order is for theproduction of 11 million

mechanical tappets per year.

Roger Evans, Plant Director, commented:“This contract is a significant achievement forthe plant and further demonstrates the highlevels of quality and service that we areproviding to customers. It also represents afurther vote of confidence from the SchaefflerGroup in our abilities to manufacture tappetsfor worldwide consumption and shows that inthese troubled economic times, UKmanufacturing can still prosper against lowerlabour cost economies.”

Schaeffler supplies Fiat assembly plants in Italyand Brazil with top shim mechanical tappets forFiat’s ‘FIRE’ type engine, having investedsignificant time and money in new productionmachinery in order to meet this opportunity.

“Shortly after starting production, Fiat came toSchaeffler and asked if we could support themby ramping up to almost double the volume oftappets planned at the start of the project,”said Richard Hall, General Manager,

Commercial for Schaeffler UK’s AutomotiveDivision. “The team at Schaeffler UK wascommitted to helping Fiat and,

through the flexibility and determination ofeveryone involved, we were able to satisfyFiat’s request within a matter of weeks.”T

SCHAEFFLER UK’S AUTOMOTIVE MANUFACTURING PLANT AT LLANELLI IN WALES HAS RECEIVEDA SIGNIFICANT ORDER FOR THE SUPPLY OF MECHANICAL TAPPETS FROM ITALIAN CAR GIANT FIAT.

NEWS

A new, 1100-page, technical compendium onlarge size bearings is now available fromSchaeffler (UK) Ltd.

The new book (Catalogue GL1) provides OEMs,distributors and end users with a comprehensiveoverview of the Schaeffler range of large sizebearings for heavy machinery and equipment.

The compendium provides technical informationon more than 10,000 bearings under the INA andFAG brands with outside diameters (OD) up to2,800mm. It is a valuable complement toSchaeffler’s existing rolling bearings catalogue(HR1), which details rolling bearings up to1,300mm OD.

The new compendium also details useful bearingaccessories, special rolling bearings, sphericalplain bearings and bearing housings.

When it comes to large size bearings, Schaeffleroffers considerable expertise and technicalguidance. For many years, the company’s INA andFAG branded large size bearings have been thepreferred choice for heavy industry applications,including steel, paper, mining and mineralprocessing, industrial power transmission, windturbines, rail, production machinery and the energysector.

In most of these industries, large size bearings arecritical in ensuring the high reliability, energy

efficiency and correct functioning of drive systemsand other important machine components.

LARGE SIZE BEARINGS COMPENDIUM NOW AVAILABLENEW

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E-M

OBILITY WORKING WITH PORSCHE

NEW CONCEPT CUTS FUELCONSUMPTION AND CO₂EMISSIONS BY 10%

CO2NCEPT-10%, THE RESULT OF A POWERTRAIN FRICTION REDUCTION DEVELOPMENTPROJECT BETWEEN THE SCHAEFFLER GROUP AND PORSCHE HAS ACHIEVED ANOVERALL 10 PER CENT REDUCTION IN FUEL CONSUMPTION AND CO2 EMISSIONS IN ADEMONSTRATION VEHICLE BASED ON A PORSCHE CAYENNE WITH A V8 ENGINE.

he development project hasinvolved the use of novel,optimised engine components,which when combined,

achieve an overall 10 per cent reduction infuel consumption and CO2 emissions.

In addition to tried and tested, optimisedengine components, the vehicle is alsoequipped with several new powertrain andchassis components supplied by Schaeffler.These components help to significantlyreduce the car’s fuel consumption comparedto existing production models.

In the joint development project, Schaefflerwas responsible for the design and testing ofcomponents, while Porsche managed systemco-ordination and validation for the entirevehicle.

The reductions in fuel consumption and CO2

emissions were initially verified theoreticallythrough complex simulation calculations atSchaeffler, and then practically via extensivebench testing at Porsche. The calculationstandard used was the Standardised NewEuropean Driving Cycle (NEDC).

The engine accounts for 5.8% of theoptimised fuel consumption and associatedCO2 emissions. Most of this (4.1%) comesfrom modification of the VarioCam Plus valve

control system, where hydraulic cam timerswere replaced with electromechanicalequivalents, and the use of optimisedswitching tappets on the intake side.

An extra 1.7% reduction is achieved throughminimising frictional losses, by cross-systemoptimisation of valve train, belt drive andchain drive components.

Schaeffler’s double row angular contact ballbearings are installed in the front and rear axle differentials and generated a further1.1% in fuel savings. TheseTwinTandem bearings, whichreplaced the existing tapered rollerbearings, reduce frictional resistancesignificantly when compared toconventional transmission systems. Thisreduction amounts to 35% in the frontaxle transmission and 42% in the rear axletransmission.

Fuel consumption is also reduced via thechassis. By replacing the hydraulic rollstabiliser with an electromechanicallycontrolled equivalent and using smoothrunning wheel bearings, a 3.2% reduction infuel consumption is achieved.

“As is the case with cam timers, electrically-operated components make such animportant contribution because they only

require energy when they are operating,”explained Dr. Robert Plank, Manager ofCorporate Engineering for the SchaefflerGroup. “In hydraulically-controlled systems,the pumps need to maintain pressure at alltimes, resulting in much higher energyrequirements.”

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HYBRID DEMONSTRATION VEHICLE

SHOWCASING SCHAEFFLER’S E-MOBILITY CAPABILITIES

THE SCHAEFFLER GROUP IS CONTINUING ITS DRIVE TOWARDS DEVELOPINGGREENER AUTOMOTIVE TECHNOLOGIES WITH THE INTRODUCTION OF ITS NEWHYBRID DEMONSTRATION VEHICLE, THE SCHAEFFLER HYBRID.

ased on the Vauxhall Corsa,this fully operational hybridvehicle is part of an advanceddevelopment project at

Schaeffler that enables practicalcomparisons to be made of a number ofdifferent vehicle configurations and drivingconditions. As well as using a conventionalvolume-manufactured combustion engine,the Schaeffler Hybrid incorporates a centralelectric motor and two wheel hub motors.The vehicle incorporates every Schaefflerbrand, including INA, FAG, LuK, IDAM andAFT.

“Being able to demonstrate and compare thevarious concepts of conventional and electricor hybrid vehicles played a decisive role inimplementing the Schaeffler Hybrid,”explained Dr. Peter Gutzmer, Member of theExecutive Management Board responsiblefor technical development at the SchaefflerGroup.

“Each of the various elements can beswitched on or off to simulate a wide rangeof different driving conditions. These optionsrange from classic operation using a

combustion engine, through to parallel hybridor serial hybrid operation, or on an electricmotor-only basis.”

The combustion engine can power thevehicle and be coupled for use as a rangeextender. An automated manualtransmission, incorporating LuK clutchproducts, increases the options available..The energy store, a 16 kWh lithium-ionbattery (400 V, 400 A), is charged usingenergy recovery methods, via a rangeextender and an external power supply(plug-in hybrid).

The vehicle’s central unit is connected to theautomated manual transmission using atoothed chain that drives the front wheels.This unit comprises a liquid-cooled, 50kW,95Nm electric motor, which was designedand manufactured by IDAM (INA Drives &Mechatronics).

The wheel hub motors, also developed bySchaeffler, have an output of around 50kWeach and an impressive torque output ofapproximately 530Nm. During the designand manufacture of these high performancecomponents, Schaeffler was able to draw on

its in-house expertise in wheel bearings anddirect drive technologies. The wheel hubmotors each form a compact unit thatintegrates a wheel bearing, drive and brake.The advantage of these drive units is the factthat they can be integrated in an existingvehicle platform without making any majorchanges to the vehicle architecture. Theyalso offer incredibly low noise levels.

“The Schaeffler Hybrid will not go intovolume production,” says Peter Gutzmer.“Rather it serves as a vehicle of ideas. TheSchaeffler Hybrid demonstrates that theSchaeffler Group takes a holistic approach tomobility and now offers innovative productsfor e-mobility solutions in its portfolio.”

In addition to the components used in theSchaeffler Hybrid, Schaeffler’s range ofproducts tailored to the needs of hybridvehicles and electric mobility includes hybridclutches (used in high end hybrid SUVs),electromechanical chassis and steeringcomponents, as well as various differentialsincluding a lightweight, space-savingdifferential with face spline and electricdifferentials.

B

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he latest of these innovations is theFAG wheel bearing, which is morecompact and 10% lighter than itspredecessor. The new bearing also

offers simplified mounting via a unique self-centring, axial spur gear teeth design.

First developed in 2004, the FAG wheel bearinghas since moved into series production, with BMWalready using the unit on its new X1 model. Areduction in weight of 10% typically amounts to an

overall weight reduction of 1kg for a four-wheelvehicle.

With a unique spur gear teeth design in which thewheel bearing and axle journal are connectedaxially rather than radially, the bearing module islighter and can be mounted clearance-free. Drivingcharacteristics are improved and automotivemanufacturers benefit from a simple mountingprocess and the associated cost reductions.

The new FAG wheel bearing is better equipped todeal with the loads that occur during vehicleoperation. The spur gear teeth ensure positiveconnection between the wheel bearing carrier andthe input shaft, which simplifies mountingconsiderably. The self-centring axial gear teeth aresimply placed on the axle journal and fixed in placeby using a central screw. Unlike radial gear teeth,this mounting procedure does not requiresignificant force. The bearing remains clearance-free but is securely held in place during vehicleoperation.

Having four lighter wheel bearings on the vehiclereduces the unsprung masses, which improves thedriving characteristics and contributes to areduction in CO2 emissions.

Replacing plain with rolling bearingsAnother unique bearing solution from Schaeffler isthe INA lightweight balancer shaft and rollingbearing assembly. This is currently being used onthe Mercedes-Benz OM 651, a 2.2 litre, four-cylinder diesel engine that produces up to 204psand 500Nm torque. The weight of the INAbalancer shaft and bearing assembly are optimisedin order to improve engine efficiency and reduceoverall fuel consumption.

By replacing conventional plain bearings on thebalancer shaft with needle roller bearings with araceway directly on the shaft, friction is reduced byup to 50% over the whole speed range.

By analysing engine load conditions, Schaefflerwas also able to optimise weight distribution,enabling the width of the bearing to be reduced,which meant that the weight of the shaft could be

cut by more than a third. This equates to an engineweight saving of 0.75kg.

When designing the complete drive train for the OM 651, Mercedes was able to utilise this reducedshaft rotational inertia. The lower mass moment of inertia reduces the load in the power train,therefore improving the acoustic characteristics. In addition, the narrower raceway improves the oilmist supply to the rolling bearings, enabling asimpler system design without oil feed holes,reducing manufacturing costs. The engine requiresa lower throughput of oil, so the oil pump can alsobe made smaller.

All of these technical improvements meant that engine fuel savings of around 0.5% to 1%were achieved.

If only 25% of all four-cylinder engines were fittedwith INA lightweight balancer shaft assemblies,this would still reduce harmful CO2 emissions byaround six million tonnes per year.

The larger the vehicle, the greater thesavingsTrucks, SUVs and light vans are also benefitingfrom innovative bearing solutions. By replacing‘line’ contact associated with conventional taperedroller wheel bearings with a new design based on‘point’ contact using ball bearings, Schaeffler hasdeveloped an innovative ‘twin tandem’ wheelbearing unit, which reduces friction by around 50%over conventional tapered roller wheel bearings.This equates to a 1.5% reduction in fuel consumption.

The twin tandem design is based on replacing the rows of tapered roller bearings with two rowsof ball bearings in each case. A double rowtapered roller bearing therefore becomes a four-row ball bearing. Replacing the line contact ofthe tapered rollers with the point contact of the balls eliminates rib friction and reduces overallfriction by 50%.

Assuming a vehicle emits 300g/km of CO2 over adistance travelled of 15,000 km per year, thereduction in CO2 emissions resulting from the twintandem unit will be 67.5kg per year per vehicle.Fuel consumption is also reduced by 1.5%, givinga reduction of 40 litres per year for an averagelight truck travelling 15,000 km per year.

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GROUNDBREAKINGBEARINGS CUT FUELCONSUMPTION AND CO₂ EMISSIONS

INNOVATIVE BEARING SOLUTIONS FROMSCHAEFFLER ARE HELPING VEHICLEMANUFACTURERS TO PRODUCE MORECOMPACT, LIGHTER VEHICLES WITHIMPROVED FUEL CONSUMPTION ANDREDUCED CO2 EMISSIONS.

THE WORLD’S FIRST FULLYVARIABLE HYDRAULIC VALVECONTROL SYSTEM

CUTS EMISSIONS BY 25%AND IMPROVES THEDRIVING EXPERIENCE.

groundbreaking system forautomotive powertransmission systems, whichreduces vehicle fuel

consumption and cuts CO2 emissions byup to 25 per cent, has been launchedand has made its debut in Fiat’s newAlfa MiTo 1.4 MultiAir.

UniAir, a joint development between theSchaeffler Group and Fiat Powertrain, isthe world’s first fully variable hydraulicvalve control system.

As well as offering car manufacturers amore compact valve control system,UniAir will help the automotive industrymeet future CO2 emissions targets forpassenger cars whilst improving stillfurther the driving experience.

UniAir provides improvements in thestart-up, part load and accelerationbehaviour of the vehicle. During theengine warm-up phase, for example,hydrocarbon (HC) emissions are up to40 per cent less, and nitrogen oxide(NOx) is reduced by up to 60 per cent.In addition, UniAir offers a greatlyimproved driving experience throughmore power, higher engine torques andoptimised engine response.

Car manufacturers will be particularlyimpressed by the fact that UniAirenables car engines to be downsized.Fiat uses UniAir in its four-cylinder FIREseries of engines and in its small volumetwo-cylinder engines that are currentlybeing developed. As well as petrolengines, UniAir will also be available fordiesel engine applications.

Developed for series production bySchaeffler, UniAir is based on aninvention by the Centro Ricerche Fiat(CRF). The takeover of the license in2001 marked the beginning ofsuccessful development collaborationbetween Fiat and Schaeffler, culminatingin series production and market launch.

The final design specification wascompleted in 2007 and manufacturingfacilities for series production started at various Schaeffler Group locations in 2008.

How it worksUniAir is a cam-actuated, electro-hydraulic valve train system. The fullyvariable valve control can be used forboth petrol and diesel engines and issupplied via the existing engine oilcirculation system. For petrol engines,UniAir enables throttle-free, continuouslyvariable, software-based load controlacross the entire engine map. Withdiesel engines, regulation of thetemperature of the combustion chamberis achieved due to the precise control ofexhaust gas recirculation rates. At thesame time, the effective compressionratio in the cylinder can be varied and ahomogeneous combustion ensured.

For the first time, UniAir allowsvariations in the valve stroke and in theopening and closing of valves severaltimes during one cycle, at differentpoints in time. Therefore, the system

significantly expands the potential oftraditional valve train mechanisms.

“UniAir is the beginning of a new era in valve trains and therefore intechnology, producing engines that areeco-friendly and dynamic at the sametime,” commented Dr Peter Pleus,Executive Vice President of SchaefflerGroup Automotive.

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The new INA light weight balancer shaft

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combination of Schaeffler bearings. There arealso four hydraulic rams at each main joint,pivoting on precision bearing arrangements.

As Mike Woods, Senior Engineer and BearingsGroup Leader at Pelamis, points out: “Ourbiggest challenge has always been how wemanage the loads and motions from such anactive and constantly variable environment,whilst at the same time extracting as muchpower as possible.

“The working forces generated across each joint can be several hundred tonnes, which

can present huge problems for the bearings asthey have to take up the reactive forces comingback through the joints.”

The first P1 wave energy converter was asimpler design which had separated hingedjoints. Although this allowed useful workingspace between the axes, it had to carry hightransferred loads and was unable to managethe combined motions necessary for the P2configuration. Also, the bearings themselveswere relatively high friction, making the systemless energy efficient.

Mike Woods explains: “Our engineering teamhad been trying to work out a way ofovercoming this problem and eventually cameup with the idea of bringing the axes, or joints,together. However, this meant a completely newbearing solution which was able to managecombined angles in a single package, so weturned to Schaeffler for help and support.”

Key to the success of the joint concept was anew, low friction material designed anddeveloped in-house by Schaeffler engineers.

This modified PTFE fabric liner is a member ofthe Elgoglide® family and its low frictioncharacteristics have effectively eliminated theproblem of ‘stick-slip’. This has allowed the

operating envelope of the machine to beextended beyond the capabilities allowed bystandard bearing materials.

“Now that we have been able to put all thebearings in one place, we have taken a majortechnological step forward,” said Mike Woods. ““As well as being a much more efficient bearingmechanism, the new design is a self-contained,modular bearing unit. It is a bit like being ableto take an engine out of a car in one go; itallows us to improve our inspection proceduresand reduce our exposure to technological risk.”

“Schaeffler has been with us every step of the way and has provided us with an extremelycapable, enthusiastic and knowledgeable team of specialists to work with us on our ever-evolving application. We are constantlyreviewing and developing the design of themachine. What has impressed us is thecommitment and willingness of the Schaeffler team to cooperate in what has been a remarkably productive dialogue for both companies.”

The first P2 unit, ordered by Eon, is nownearing completion and will be fully tested inthe Spring of next year. Other leading utilitycompanies have also expressed an interest.

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The hydraulic rod ends are fitted withmanganese phosphate-coated radial sphericalplain bearings with steel/steel sliding contactsurfaces. This special surface treatmentimproves the running-in characteristics andreduces friction.

Schaeffler also provided 7,488environmentally-friendly (lead-free) plainbearing strips for the Andasol 1 plant. Thesestrips are mounted in the supports betweenthe individual segments of the 150m collectorchains, ensuring smooth slewing movementsduring the tracking of the sun.

Developed by Solar Millennium AG in Germany,the Andasol power plants are located inAndalusia, southern Spain. The three solarpower stations are identical in terms of theirconstruction and size and will be the first solar-thermal power stations to be constructed inEurope.

The 50MW Andasol 1 plant went online inmid-2009 and now supports the power

demands of more than 200,000 people, savingaround 150,000 tonnes of carbon dioxide.Andasol 2 is currently in the testing stage,while Andasol 3 is still under construction.

The power plants comprise three main parts,the largest being the solar field, which has acollector area of more than 510,000 squaremetres – equivalent to around 70 soccerpitches. There is also a conventional powerplant area and a heat accumulator, whichensures that the three plants are able tosupply electric power even after sunset orwhen there are cloudy weather conditions.

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ore than one thousand highprecision plain bearing rodends from the SchaefflerGroup are enabling the

efficient operation of the Andasol solarpower plants in southern Spain, currentlythe largest parabolic trough solar powerstation in the world.

The Andasol 1 solar power plant, whichwent online in mid-2009, uses a total of1,248 ELGES hydraulic rod ends fromSchaeffler. The function of the bearings isto support several hundred hydraulicallyadjustable, parabolic troughs, positioningthem with millimetre precision and ensuringthat the troughs continuously follow the sun.The rod ends are therefore directly

responsible for the plant’s overall efficiencyand economic viability.

For renewable energy projects, includingsolar and hydroelectric power plants, plainbearings are optimised for their slow,precise swivel motion. It is critical that thesemovements are smooth, without any stick-slip or jolting on start-up.

The hydraulic rod ends can also supporthigh forces and are suitable for alternatingloads. This means that the 150m-longcollector chains at Andasol 1 can beadjusted precisely to within a tenth of amillimetre, enabling the troughs to follow thesun on its daily path from East to West.

MAJOR BREAKTHROUGH IN

WAVE POWER TECHNOLOGY

y pushing the boundaries of bearingand seal technology and by thinking‘outside the box’, a new renewableenergy solution has been made

possible by the cooperation of two companieskeen to leave a long term legacy of clean energy.

For more than 10 years, engineers at PelamisWave Power have been developing a renewable

energy solution that offers both commercialviability and low environmental impact.

With a company ethos of innovation, constantresearch and development and a readiness toquestion and challenge existing technologicalthinking, Pelamis has succeeded in overcomingthe quite incredible engineering challenge ofoperating continuously in the constantly active and

variable marine environment. Building on theirexperience in producing the world’s first offshorewave energy converter, they have developed a ‘P2’design which is more efficient and cost effectivethan its predecessors.

Crucial to the success of this new design are thebearings and seals. The main tube structures areconnected by the main bearings units which use a

FOLLOWING THE SUNSCHAEFFLER BEARING FEATURE IN GIANTSOLAR POWER PLANT

WORKING CLOSELY WITH ENGINEERS FROM PELAMIS WAVE POWER, SCHAEFFLER’S BEARINGSPECIALISTS HAVE ENABLED A MAJOR BREAKTHROUGH IN THE DESIGN OF THE NEXT GENERATION OFRENEWABLE WAVE ENERGY CONVERTERS.

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PELAMIS AND SCHAEFFLER AIM TO LEAVE A LONG TERM CLEAN ENERGY LEGACY

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chaeffler’s new range of Generation C deep groove ballbearings, for example, offer 35%less friction and 50% less noise than

predecessor products. The new bearings alsobenefit from more effective sealing and a newriveted steel cage.

The FAG Generation C deep groove ball bearingsachieve higher running speeds and efficiencies,whilst simultaneously increasing bearing life andreducing energy consumption.

By optimising the raceway curvature between theballs and rings, these new bearings produce 35%less friction because they generate less heat,which makes them suitable for higher runningspeeds. They are ideal for applications in whichlow noise and smooth running are critical. Thisincludes electric motors, power tools, ventilatorsand washing machines, where the reduced frictionand improved energy efficiency of the bearingslead to a reduction in operating costs and a moreefficient machine with extended maintenanceintervals.

A new HRS seal, made from nitrile butadienerubber, has a modified double lip geometry

resulting in longer grease life, which increases thelife and reliability of the bearing and providesimproved bearing performance at higher speeds.

In addition, the bearing shield has been modifiedfurther improving the sealing efficiency andincreasing grease life.

The improved guidance of the rollingelements also contributes to higherperformance of the bearing. The new rivetedsteel cage, which replaces the previous steel

‘ribbon’ cage, offers higher rigidity and so issuitable for higher running speeds. The riveted steel cage also reduces noise levelsand means the bearing is less sensitive toshock loads.

Optimised for Electric Motors

The efficiency of small electric motors with alow capacity is primarily determined by thepower loss of the bearings.

The new Generation C design reduces thefrictional torque in the bearing and, as a result,

the efficiency of the machine increasessignificantly. Energy consumption is also reducedconsiderably, providing economical and ecologicaladvantages for manufacturers and users ofelectric motors, as well as for the environment.

Noise behaviour has always been a major qualityissue in the electric motor industry. The deep

groove ball bearing is the machine element thatseparates static from rotating components andinevitably causes vibration and noise.

However, the new Generation C deep groove ballbearings have been designed to specificallyaddress this problem with the result that they cutnoise levels by 50% compared to predecessorproducts and provide manufacturers and users ofelectric motors with the solution to meetingcurrent and future environmental requirements.

GENERATION C BEARINGSFOR A GREENER WORLD

IN A WORLD WHERE REDUCING CARBON EMISSIONS AND IMPROVING ENERGY EFFICIENCY ARE TOPOF THE AGENDA, THE SCHAEFFLER GROUP HAS RESPONDED BY DEVELOPING A RANGE OFINNOVATIVE ROLLING BEARINGS THAT ARE HELPING CUSTOMERS TO PRODUCE ‘GREENER’ MOREENERGY EFFICIENT PRODUCTS.

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INNOVATION

t was in 1949, at the end ofthe Second World War, thatDr Georg Schaeffler and hisbrother, Wilhelm, founders of

what is now the Schaeffler Group, inventeda new type of needle roller bearing, the INAcaged needle roller bearing.

It was whilst producing bearings for the USarmy that Dr Schaeffler set aboutovercoming the disadvantages of fullcomplement needle roller bearings. Backthen, bearing designs with rolling elementshad a tendency to skew, particularly at highrunning speeds, and so suffered from anincrease in frictional resistance (heat). Inaddition, the bearing locked easily whereclearance was tight.

Dr. Schaeffler’s solution was to guide theneedles in a cage.

Working with a team of engineers at INA, hedeveloped the idea until it was ready formass production and then set out with hisbrother, armed with a case of samples, toconvince customers of the advantages ofhis new needle bearing.

Some of the first customers to becomeconverts to the new technology wereMercedes Benz and Adler Motorcycles andbefore long Dr Schaeffler’s caged needleroller bearing had become an essentialelement in many automotive and industrialplant and machinery designs.

Proof of Dr Schaeffler’s engineering geniuslies in the fact that the caged needle rollerbearing is still in use in its original designtoday.

However, the original design has not stood still and, has been improvedcontinuously and adapted to meetincreasingly diverse demands.

Today, INA needle roller bearings aremanufactured in more than 15,000 variants,with new designs being customised to meetthe special requirements of customerapplications.

Machined INA needle roller bearings formthe core of the range, particularly with therecent introduction of Schaeffler’s X-life

premium quality standard. Needle rollerbearings produced to X-life quality offer a13 per cent increase in dynamic load ratingcompared to conventional bearings, whichcorresponds to a 50 per cent increase inservice life.

These improvements mean less lubricantstress, reduced friction and lower bearingtemperatures, resulting in a more energyefficient bearing. The increase inperformance capacity also enables thebearing to be downsized for the application,with corresponding reductions in the weightof the bearing and its space requirements.

In the unlikely event that applicationrequirements exceed even X-life standards,further performance improvements can begained through the use of new bearingcoatings and materials.

One project currently being undertaken atSchaeffler’s Automotive Division involves theredesign of a high speed planetary gear setfor an automatic gearbox transmission on anew hybrid electric passenger vehicle.

Stewart Davies, Senior Application Engineerat Schaeffler (UK) Ltd explained that aspecial design of cage for the needle rollerbearing has enabled the customer’splanetary gear set for the electricdifferentials to be reduced in size andweight by 17 per cent. The bearings, incombination with optimised oil flow throughthe carrier, have enabled 20 per cent higherrunning speeds (up to 8,000rpm).

Improved Oil Flow

Caged needle roller bearings can beassembled in many varieties including singlesplit designs, half shell types, and single splitwith diagonal spring bar connections.

Originally, cages were designed simply toguide the rolling elements. However, morerecently, needle roller bearings are beingprovided with much-improved cage designs,including for example, special precessedcages that help spread wear among all therollers, and also distributes lubricant aroundthe bearing. ‘

As a result the latest caged roller bearingdesigns offer up to 25 per cent higher staticload capacities for a similar size bearing,which equates to more than double thedynamic load rating. For applications withmultiple small movements, bearing lifetypically increases by a factor of between 3 and 5.

ENGINEERING GENIUS

THE INA CAGED NEEDLEROLLER BEARING – 60 YEARSOLD AND STILL EVOLVING

ALTHOUGH THE BASIC DESIGN OF A NEEDLE ROLLER BEARING HASN’T CHANGED AGREAT DEAL IN THE LAST 60 YEARS, CONTINUOUS DEVELOPMENTS HAVE RESULTEDIN NEW CAGE DESIGNS THAT PROVIDE FIVE TIMES THE SERVICE LIFE AND DOUBLETHE STATIC LOAD RATING OF THEIR ORIGINAL COUNTERPARTS.

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NEW MOUNTING AND DISMOUNTINGSERVICE FOR LARGE SIZEDBEARINGS AND COMPONENTS

SERVICE

n order to correctly mount or dismount bearings, it isusually necessary to heat the bearing first. There are a

variety of heating methods available to dothis, each with its own advantages anddisadvantages, particularly when it comesto heating large-sized bearings (1500mmoutside diameter and above). The optionshere include using an oil bath, a gas flameburner, or a medium frequency inductionheater.

The problem with an oil bath is that you need to have, or construct, a largeenough bath for the bearings to be heated in. You’ll also need hundreds oflitres of oil, which must then be disposedof in the appropriate way when theproject is complete.

Using gas flame burners is a much easiermethod in terms of preparation. However,with gas burners, there is also a risk oflocal overheating, which can causechanges to the structure of thecomponent and, after heating iscompleted, the bearing may need to becleaned or the housing re-painted.

Induction heatingInduction heating is a superior heatingmethod. It is faster, cleaner and moresuitable for batch heating. Heat istransferred directly to the workpiece andunlike alternative heating methods, does

not need to be transmitted viaconvection, radiation or thermal

conduction. Fixed and mobileinduction heaters are available.

As induction heating is uniformacross the bearings, localoverheating is prevented.

Due to their increased energyefficiency, induction heaters can

reduce heating times by up to 50per cent, keeping maintenance costs

to a minimum. Since the systems donot require oil, they have the added

advantage of being both clean andenvironmentally friendly.

Flexible Induction HeatingHowever, induction heaters are not always

effective with large-sized bearings andhousings.

The housings (e.g. plummer blocks) forlarge-sized bearings normally have anunusual shape, making it difficult to fit thecomponent in the heater.

Flexible induction heaters from Schaefflercan solve all these issues. These mediumfrequency induction heaters are fitted withflexible inductors, which offer completeflexibility when it comes to the size andgeometry of the workpiece or bearings.

The flexible heating cable can be placedin and around the workpiece, or in areasof a component that would normally beinaccessible.

The workpiece itself does not necessarilyhave to be a bearing; it could be any largecircular, ring-shaped steel structure thatrequires heating - eg bearing seats in amachine carrier such as a wind turbine.Other applications include the preheatingof welds in pipeline construction, as wellas the dismantling of bearing inner ringsand other shrink connections.

Preparation time with flexible inductionheaters is relatively fast and heating time is only 1-2 hours, depending on the size and mass of the bearings. The heatingprocess itself is automatic, which meansresources are not tied up, and thebearings do not require cleaning post-heating. A sensor is mounted to thebearing in order to monitor thetemperature during heating. Once thebearings have been heated to therequired temperature, the heater isstopped automatically.

WHEN IT COMES TO THE MOUNTING ORDISMOUNTING OF LARGEROLLING ELEMENTBEARINGS, FLEXIBLEINDUCTION HEATERS CANSAVE SIGNIFICANT TIME AND RESOURCES, INCREASETHE LIFE OF BEARINGS AND MAXIMISE THEAVAILABILITY OF CRITICALPLANT AND MACHINERY.

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I

chaeffler (UK) Ltd has extendedits condition monitoring range ofproducts and services to offercustomers a complete ‘A’ to ‘V’ of

acoustic emission and vibration monitoringproducts.

Whilst most suppliers of condition monitoringequipment and services offer either vibration oracoustic emission monitoring, Schaeffler’srange now includes both systems. The productscater for every maintenance scenario and alltypes of rotating equipment, from high speedrotating components or machines to slowmoving (0.25rpm) mechanical systems withfluctuating loads.

Schaeffler provides three main types ofcondition monitoring systems: handheldmonitoring; fixed/online monitoring; and semi-portable, multi-channel acoustic emissionmonitoring.

On the handheld side, Schaeffler continues toprovide its popular FAG Detector III range ofhandheld vibration monitoring devices, but isnow offering a handheld acoustic emissionmonitoring device, the AE-Check. This device isideal for monitoring the condition of slowrotating, variable speed and load machinerysuch as mixers, motors, pumps, fans, HVACsystems, bearings and helical gears.

As Dr Steve Lacey, Engineering Manager andCondition Monitoring Specialist at SchaefflerUK comments: “Whilst vibration monitoring isfine for high speed machinery, it is much lesseffective where components are rotating at lessthan 80rpm, operating under fluctuating loadconditions, or only moving through a partrevolution. Here, it is much more difficult tocollect meaningful data using vibrationmonitoring. The ideal solution for thesescenarios is acoustic emission monitoring.”

The AE-Check is a route mode acousticemission monitoring device that is easy to use and configure. The user can set up to six different routes through the factory,with up to 435 measuring points per route –ideal for patrol monitoring.

The device comes with a standard acousticsensor that simply connects to the handhelddevice.

The integrated software includes a ‘Super-Slo’mode that enables the measurement of veryslow rotating equipment, from 60rpm down to0.25rpm. The ‘Standard’ mode monitors fasterrotating equipment from thousands of rpmdown to 35rpm.

For companies that require continuous 24/7condition monitoring of high value criticalmachinery, Schaeffler offers its fixed, onlineFAG ProCheck system, a dual online systemthat enables maintenance teams to monitorboth vibration and acoustic emissions.

By combining the modular FAG ProChecksystem with multiple smart acoustic sensors,the system can now monitor vibration and trendacoustic emissions of variable speed rotatingcomponents and machines, especially wherefluctuating loads are present.

The third part of Schaeffler’s unique offering isAE-Pro, a new semi-portable acoustic emissionmonitoring system that, in terms of cost andperformance, sits between the handheld rangeand the fixed/online systems. AE-Pro is idealfor use on plant that doesn’t warrant a fixedsystem, but still requires more thaninstantaneous data collection.

AE-Pro is a portable multi-channel PCNotebook-driven data acquisition and signalanalysis system that captures acoustic emissionsignals generated by machinery and otherrotating components and systems.

“The AE-Pro is a very powerful semi-portable acoustic monitoring tool thatenables our engineers to conduct one-off investigations on more complexpieces of critical plant ormachinery,” said Dr. Lacey. “ Thefunctionality and performanceare superior to a simple, handhelddevice because much moredetailed analysis data can beprovided on exactly where anydamage is located.”

‘A TO V’ CONDITIONMONITORING

EXTENDED PACKAGE COVERS ALLMAINTENANCE SCENARIOS

COMPANIES THAT NEED TO MONITOR THE CONDITION OF BOTH SLOWAND FAST ROTATING PLANT AND MACHINERY CAN NOW BENEFIT FROMA UNIQUE COMBINATION OF VIBRATION AND ACOUSTIC EMISSIONMONITORING PRODUCTS FROM A SINGLE SOURCE IN THE UK.

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NEW LINEAR SOFTWAREFOR BEARINX®

ew calculation software for monorailguidance systems, which helpsdistributors and end users tominimise development times for new

machine builds is now available. The software isfree-of-charge and is permanently available via the Internet.

Linear • EasySolution is the latest software modulefor the popular rolling bearing calculation softwareBearinx®. Linear • EasySolution calculates thebasic rating life of a driven linear axis that issupported by rolling bearings. The software iseasy-to-use with an intuitive menu system thatprovides clear instructions on how to input data.

The software contains the most commonly usedlinear axis combinations in pre-configuredarrangements comprising a drive, guideway andcarriage. There is also an option to freely select anaxis combination using up to four guideways and16 carriages.

Linear • EasySolution enables designers tocalculate and select the most appropriate linearguidance system at an early stage in the designprocess. The software simulates the actual

stresses and loads on the guidanceelements, taking contact angledisplacement into account, as well asthe non-linear deflection behaviourof the rolling element contactsand the elastic guideway andcarriage. Exact calculationsfor the internal load distribution inthe bearing are performed, includingcontact pressure with the actual rolling elementprofile and various pre-load classes. This enablesusers to minimise development times for newmachine builds.

The calculation tool uses unique softwarealgorithms in order to simulate linear rollingbearings. All the data inputs for calculations, suchas axis arrangement, forces and load cases, canbe saved for further processing and optimisation.The documented calculation result can then beoutputted as a PDF file.

Linear • EasySolution is available exclusively online and can be used free of charge withoutrestrictions. After registration – which takes ashort time – users can begin calculations straight away.

Linear • EasySolutioncan be used for calculations across the completerange of INA monorail guidance systems, includinglinear recirculating roller bearing and guidewayassemblies (RUE-E); two-row linear recirculatingball bearing and guideway assemblies (KUE); four-row linear recirculating ball bearing and guidewayassemblies (KUVE-B); six-row linear recirculatingball bearing and guideway assemblies (KUSE);two-row miniature linear recirculating ball bearingand guideway assemblies (KUEM); and four-rowminiature linear recirculating ball bearing andguideway assemblies (KUME-C).

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SOFTWARE

echnical equipment used in hospital operating theatresis subject to stringentrequirements in terms of

safety, reliability and flexibility and thecontribution made by rolling bearings andlinear guidance systems in theseinstruments and mechanical devices iscritical.

Operating tables and ceiling mounts, forexample, play a vital role in creating aflexible, reliable operating environmentwhich, in turn, directly impacts the quality ofthe surgery being performed in the theatre.

Through its INA and FAG branded bearingsand linear guides, the Schaeffler Group hasdeveloped a wide range of standard andcustom bearing solutions that meet andoften exceed the rigorous quality andsafety standards for operating theatres andother medical environments.

Bearings for ceiling mounts

Diagnostic imaging procedures performedduring operations, for example, requireextra space for monitors, which need to bepositioned very close to the operating table.By attaching supply stations to ceiling

mounts, it is possible to connectnumerous devices, including PCs

and monitors, and the swivelarms on the mounts allow

for flexible, customisedpositioning of this

equipment inside theoperating theatre.

These ceilingmounts must,

therefore, beable to

accommodate high loads, but move withminimal effort, while providing sufficientspace for power, oxygen and data supplylines.

For these types of applications, SchaefflerGroup developed its AXS axial angularcontact roller bearing. Installed in pairs,AXS bearings can withstand high loads andtilting moments, while ensuring that themovements of the ceiling mounts aresmooth and quiet.

The AXS angular contact bearing iscompact and lightweight, which meansinstallation space is optimised, and offersvery high load ratings, which allow asignificant increase in bearing preload (e.g.in swivelling movements) that furtherenhances tilting rigidity, if required.

The bearing is quick and easy to assemble,while the precision-turned seats, which aresimple to manufacture, significantly reducethe overall cost of this component.

Schaeffler’s ZAXFM bearing assembly,which can be either flange- or screw-mounted, is an advancement of the AXSseries. Ready to mount, this bearingassembly is preloaded and greased at thefactory. The adjusting nut is mounteddirectly to the bearing’s inner ring andpreloaded to the specified torque.

Linear motion for operating tables

An operating table has to be sturdy, whilstoffering as much freedom of movement aspossible. Vertical adjustment means thetable can be easily adapted to the height ofthe surgeon. Vertical adjustment alsomakes transferring the patient from theoperating table to another bed orwheelchair much easier and safer.

The linear guides for these applications

must, therefore, meet stringent standardsof quality, reliability, load-carrying capacityand safety.

Schaeffler’s KUVE and KUSE profiled raillinear guides are ideal. These linearrecirculating ball bearing and guidewayassemblies have four and six rows of rollingelements respectively, which offerextremely high load-carrying capacity.

The linear guides are also available withSchaeffler’s Corrotect® coating, whichprovides the rolling elements and racewayswith optimal corrosion protection. Othercoatings, such as TRIONDUR, ensure highwear resistance and outstanding dry-running characteristics in situations wherethere is insufficient lubrication.

For noise-sensitive applications, INA four-row linear recirculating ball bearing andguideway assemblies use quad spacerslocated between the ball elements, whichreduce the running noise significantly.

Non-magnetic bearings

Schaeffler also offers bearing solutionssuitable for use where stereotactic surgery,which maintains ultra-precise control ofcatheters and other instruments isperformed. Using magnetic fields, acomputer guides the tip of the catheterthrough the bloodstream and ventricles withthe utmost precision, directly to the point oftreatment. Since the viability and success ofthis procedure depends on magnetic fields,the operating table itself must be non-magnetic.

Therefore, any bearings or linear guidesused must also be non-magnetic.Schaeffler’s innovative, custom solution: theKUVE-B-AM linear guidance system has apermeability (µr) of less than 1.02.

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MAKING MEDICALEQUIPMENTSAFER AND

MORE FLEXIBLE

MEDICAL

A new version of the Schaeffler Group’sproduct selection and information system,medias® 5.0, has gone online. The revisedsystem is much faster, more secure andeasier to use.

medias® is the product selection andinformation system for rolling bearings,plain bearings and linear guidancesystems supplied by the Schaeffler Group.It makes the technical product dataavailable to users and enables them toperform calculations according to thecatalog standard. The direct transfer ofCAD data into the user design is alsopossible. Enquiries can be directlysubmitted online.

Many functions can be accessed directly,without having to pass through the entireproduct selection process and the fastand comfortable call up of CAD dataaccelerates the engineering process.

medias® 5.0 includes all basic technical

information plus updated product data and descriptions from the revised printedcatalogues. A new ‘bearing selectionassistant’ makes it possible to selectrolling bearings based on the requiredproperties and the available mountingspace.

Numerous improvements from theBearinx® calculation system have alsobeen included in medias® 5.0 and theupdated ‘contact partner selection’function and the simplified enquiryfunction make working with medias® 5.0particularly easy and user-friendly.

NEW medias® 5.0NOW ONLINE

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IN-HOUSENEWS

REVIEW

Andrew Lloyd Webber's sequel to the record breaking show 'Phantom of the Opera' proved to be a little less than expected! Don’t get me wrong, it was good, but it lacked the 'wow' factor that ‘Phantom’ had - and still has,where theatre audiences were delighted by the technical wizardry, falling chandeliers and all.

Love Never Dies continues the story ofChristine/Raoul and the Phantom - but 10years on. The story takes place on New

York's Coney Island in the 1920s, where the Phantom now owns the fair withthe ever popular 'Phantasma show'. Christine, now a world famous opera star,is invited to sing at a gala concert on the Island, but is unaware that theinvitation has come from The Phantom. She readily agrees, hoping to makeher American debut and to earn the money that is needed to pay off Raoul'scolossal gambling debts.

We are also re-introduced to Madam Giry and her daughter Meg, who hadsmuggled The Phantom out of Paris 10 years earlier and have supported him financially in New York. As with The Phantom of the Opera, the storyends in sadness.

There is no denying that the musical score is amongst Andrew’s finest work,with the only disappointment being interludes of 1920s’ style music whichsomehow didn’t seem to work in the grand scheme of the score.

There is the familiar major to minor weaving of the music we came to love inthe Phantom, but only one tiny bit of the original score is used, which somemight find a disappointment. There is also a weird 'rock' number in a scenewhere The Phantom meets Christine's 10 year old son. Even though thisseems out of place in the score, it does fit into the grand scheme of things.

The disappointment was that there is no real 'spectacle' - you're left a little'wanting', not helped by a lack of chemistry between The Phantom andChristine which is crucial in an operetta where there is no dialogue.

Would I recommend it? Yes, but I wouldn't suggest anyone rushes out to seeit. Maybe if we wait a while, Andrew will make some changes for the better!

The column where members of the Schaeffler teamcast a critical eye over the latest entertainmentofferings. Here Siobhan Griffin, New Business Co-ordinator in Marketing Services, provides herviews on the some of the latest offerings inmusical theatre and on the big screen:

PUPILS SOLVE A PROBLEM AND WIN A TOP AWARD Tim White is

SchaefflerAutomotive’snew ResidentEngineer atthe FordMotorCompany’sTechnical

Centre at Dunton in Essex – and forTim it’s a matter of going ‘home’.

He actually started his career atFord straight from school in 1984and spent seven years with thecompany completing a four-year toolmaking apprenticeship and thengaining an HNC in productionengineering and CAE engineering.

He then spent eight years workingin various engineering positions with

Trelleborg Stanton, which producedinterior plastic formed componentsand NVH products, before moving toOhio in the USA to work as a SalesEngineer for the XLO group,producers of interior NVHcomponents.

After four years, he returned to theUK to join the DanaCorporation/Nobel Automotive asResident Applications Engineerbased at the Ford Technical Centre,helping to create designs for chassisand powertrain components, a posthe held for seven years.

He will now fulfil a similar role forSchaeffler, working in partnershipwith Ford’s own engineering teamand says he is looking forward tothe new challenge.

The much anticipated film following the lives of thegroup of 40-something women in New York was, inmy opinion, an excuse for as many shots as possibleof (in many cases) 'horrible' high fashion outfits!

The film lacked flow - in fact the first half hour couldhave been completely cut with the only funny linesbeing delivered by Samantha, which you would expect.It lacked the belly laughs of the first film and seemed to be a little disjointed.

The basic story line is that Samantha is tasked to devise a PR campaign for anew hotel in Abu Dhabi, and is offered an all expenses trip out to the UAE.Samantha agrees, but only if she can take her 'friends' with her.

We then have a series of scenes following the antics of the girls whilst out andabout in unfamiliar territory. Side issues include Samantha trying to cope withthe onslaught of the menopause (she is now 52!).; the familiar story of Carrie'srelationship with ‘Big’; Charlotte’s struggles to cope with two young children;and Miranda trying to come to terms with quitting her high powered job.

This is the sort of movie you watch at home, with a glass of wine and somenibbles. It’s not one where you go to the expense of a trip out to the cinema,even if you are going with your girl friends! There were five of us when I sawit and we all felt the same: If you haven’t already seen it, wait till itcomes out on DVD!!

SEX AND THE CITY 2

LOVE NEVER DIES

TIM GOES ‘HOME’ TO FORD

team of pupils studying A level Physics at Ysgol GyfunGwyr comprehensive school inSwansea has walked away

with joint top marks at this year’s NationalCompetition run by the EngineeringEducation Scheme of Wales, having solveda tricky quality problem for Schaeffler UK’sautomotive plant in Llanelli.

The eight-strong team, together with theirteacher David Wheeler, decided to enter thecompetition in order to put into practicesome of the theoretical physics they hadbeen taught and to get a real taste of thetype of work engineers face every day.

They were invited to work with Schaeffler tosolve a problem the company wasexperiencing in its tappet manufacturingfacility. Blade cutters in the machinery werenot always cutting the grooves on thetappets. This was due to a malfunction of a

pressurised arm which fed the tappets froma queuing system to a collet which wouldhold the tappet in place for the cuttingprocess. The arm was either not lowering orlowering the tappets too much and, as aresult, cut and uncut tappets could end up inthe same crate.

The competition was based on a 6-monthproject and the students were required tosolve the problem by developing numerousideas and models. They then had toproduce a 100-page thesis on the eventualsolution and present their ideas in front of a panel of judges and the othercompeting schools.

The final solution developed by the studentswas an ‘L’ shaped ramp equipped withplungers to enable individual tappets to fallfor cutting, a spring loaded finger to pushthe tappets into the collet and a sensor toensure the process could go ahead.

The new piece of kit is now fully operationalat the Schaeffler plant and has beenprojected to save the company over£14,000 a year.

David Wheeler, Head of Physics at YsgolGyfun Gwyr, said he was extremely proud ofthe students.

“They were competing with over 100experienced teams and at their first attemptthey won one of the prestigious awards.”

Tim is actually replacing SaschaLutkic who is returning to Schaefflerin Germany where he will take overas Head of Key Account

Management for Audi after a three-year secondment as Schaeffler’sfirst Resident Engineer at Ford. Hissuccess in the role was celebratedat a farewell dinner when his workwas praised by Richard Hall, SalesDirector and General Manager ofSchaeffler UK’s Automotive Division.Sascha was also presented with acompass to mount on his dashboard– a reminder of his first ever day inthe UK when he accidentally tappedthe incorrect postcode into hissatnav and ended up in Sheffieldinstead of a hotel in SuttonColdfield.

Richard Oldfield, Credit Controller atSchaeffler UK, is terrific at collectingmoney....for both the company andcharity. Richard has run the last 15 London Marathons and in theprocess has collected around£22,000 for various charities,including St Giles Hospice, AcornsHospice and, over the past six years,for Cardiomyopathy.

This year he was joined in the raceby his daughter Anna (for the firsttime) and his son James (for the

fourth time). Anna finished thecourse in 4 hours 10 minutes, withRichard and James completing themarathon together in 5 hours 20minutes. In the process they raised£2000.00 for the charity.

“James has now decided to retire,but Anna and I will carry on for thecause and, hopefully, my wife Juliewill rejoin us next year,” said Richard.

Well done to the Oldfield family on atruly ‘credit-worthy’ performance.

...AND SASCHA HEADSBACK TO GERMANY

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Richard Hall with Sascha Lutkic

RUNNING FOR CHARITY

John Porter, who works as a turningtechnician at Llanelli, celebrated his60th birthday in June and hiscolleagues were on hand tocongratulate him. Pictured with John(2nd left), who joined Schaeffler in1979, are (l to r) Meirion Rees,Production Supervisor, Roger Evans,Plant Director, and Derrick Lewis,Process Engineering Manager.

60 YEARS YOUNG

To mark both his 40 years servicewith the company and his 65thbirthday, Brian Fox, EngineeringManager at Llanelli, was presentedwith a unique gift – a model bicyclemade by personnel in the Toolroomusing materials from production.

The gift, mounted on a woodenplinth and engraved withcongratulations and best wishesfrom his colleagues, was particularlyappropriate as Brian is a sportsenthusiast and enjoys cycling andrunning. The actual presentation

came as something of a surprise toBrian – it was made while he wasparticipating in a training session onbusiness improvement techniques.

A LONG SERVICE BIKE FOR BRIAN

It is with deep regret that we report the deathof Brian Tipping who, prior to his retirement in1998, worked at the Sutton Coldfield site for27 years.

He joined the company in 1971 as Manager of

the Technical Office, a post he held until 1989,when he became Assistant to the GroupQuality Manager. He was appointed Chairmanof the BRBMA and BSI Standards Committeein 1994 and became Systems and StandardsManager of INA UK three years later.

Although he formally retired from INA in 1998,Brian continued to work as an independent

consultant to the company until 2001 and alsocontinued to serve on the BRBMA StandardsCommittee.

Brian, whose funeral was held at WiggintonChurch on June 21, was aged 71. He issurvived by his wife and two children. He willbe sorely missed by his former colleagues andfriends at Schaeffler.

Obituary

BRIAN TIPPING

As part of a fun day for local companies and customers thePlymouth-based Barden Corporation, a Schaeffler companyspecialising in super-precision bearings, organised an ‘It’s aKnockout’ tournament to test teamworking skills, brains andnot a little brawn. At the end of the contest a team of‘footballing old boys’ (see the wigs!!!) from Schaeffler UK atSutton Coldfield came out on top and won the champagneprize, which they then generously sprayed F1 style over all theparticipants.

The Midlanders started slowly but then started to pick uppoints, winning the ‘bingo’ event and gaining maximum pointson their ‘Joker’ when they proved to be the most adept atcarrying water over an inflatable assault course.

The Barden day was a great success and was thoroughlyenjoyed by all involved.

The Minworth team included (back row, l to r) AndyFergusson, Gary Mackintosh, Rob McDonald, Aaron Brock,Christian McGowan, Richard Oldfield and (front row, l to r)Andy Beasley, Mark Imeson, Rob Gaskell and Keith McGowan.

THEY WERE A KNOCKOUT

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