CIDAUT on the vehicle Automatic pilot track

Progressive autonomous vehicle functions and levels have a great opportunity to create significant benefits to society and economy. Vehicles equipped with this cutting-edge technology will likely reduce crashes, energy consumption and pollution, as well as reduce costs associated with congestion.

Additionally, the integration of intelligent technology in vehicles have a great potential for providing increased mobility for certain population that today have difficulties in getting a flexible and accessible mobility in urban and interurban modalities. Fully autonomous cars could also improve land use, and create new business models based in new car sharing and travel infotainment passenger customized services.

These benefits are a fantastic pillar for Automotive OEMs and Tier1, Technology companies and technological R&D providers, as well as Governments to launch a highly involved and enthusiastic resources investment in developing within a fast rate and high quality level new technology development activities, integration and wide in-depth validation of electronic functions for qualifying cars in the track of a full autonomous vehicle.

Full target achievement will be a question of time taking into account the technology development rate in this field during last decade. Meanwhile, many challenges have still to be solved and managed from different perspectives. This is the reason why CIDAUT has reinforced his compromise with the involvement in technological advance.

CIDAUT’s vision of participation and involvement in progressive automatic pilot electronic functionalities is based in our positive background of knowledge capitalization due to our participation and contribution to international and national R&D activities and internal product, services and knowledge generation.

Main topics within CIDAUT strong background perspective related to automatic electronic functions development and integration are:

  • Design, development, and data processing & analysis of FOT and Naturalistic studies for the requirements in-depth evaluation and user acceptance from a cognitive and physic perspective.
  • Tests and studies in driver simulator lab
  • Architecture definition and instrumentation of HW/SW for experimental vehicles.
  • HMI system development fitted to driver environment and user requirements
  • Mobile Apps Development integrating with high engineering content integrating connectivity and geolocalization features.
  • Computational Vision: Function development of partial automation vision based sensors. RT Online Video processing and feature information extraction. Integration in experimental vehicles.
  • Driver monitoring and attention management system development vision sensor and sensor data fusion based.
  • Virtual predefinition of ADAS – EM actuators and vehicular dynamics integration.
  • Development of ITS technologies in roadway infrastructure for all road users safety enhancement. Support measures for progressive automatic vehicles.

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These practices have been put for the benefit and have been feed backed by a balanced participation in R&D projects contributing to the global state of the art in the field. As an example we have proudly participated in the following initiatives:

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These contributions were consolidated within EU 6th and 7th FP, and those were projects that started the track to progressive automation of vehicles. CIDAUT participation was focused in key aspects such as: human factor and driver cognitive ergonomics, HMI systems, application and functions development and technology evaluation by means of extensive FOTs and testing in driving simulator lab.

Additionally, the participation of CIDAUT within Spanish National R&D projects can be summarized in next figure:

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Thanks to these initiatives where CIDAUT has been working with the greatest involvement and enthusiastic illusion, we are proud to say that we are on the track of the future automatic pilot vehicles.

And from this point forward, we will continue increasing our efforts for moving towards the vehicle fatalities zero vision and mobility efficiency.

LIFE + New Jersey ends, proving that ELTs can improve concrete barrier behaviour

LIFE+ New Jersey Project has entered its final stretch, with the installation in a road of a section of the concrete with end of life tires (ELTs) barrier developed by SIGNUS and tested in Cidaut facilities.

Shortly after the broadcast event held in the Committee of the Regions in Brussels, last March, Project Consortium proceeded to the start of the final milestone of the project, the installation, in the M-511 highway of the Community of Madrid Road Directorate, a stretch of concrete safety barrier with ELTs chips in concrete composition.

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This barrier proves to be safe in the corresponding full scale crash test (according to the EN 1317 standard for road restrain systems), it has a lower density when compared to equivalent barriers made of conventional concrete. Furthermore, its lower density contributes to a lower transport costs and therefore a lower carbon footprint.

The use of ELTs chips in the concrete composition, as well as providing mechanical properties equivalent to those of conventional concrete, also the detached elements are reduced, since the elastic properties of the ELTs chips contribute to better hold of the cracked areas after an impact.

The project partners visited in mid-June the pilot stage to check in detail the good adaptation of the new barrier installation developed highway.

LIFE + New Jersey Project that started in September 2011, ends within June 2015, proving that residues such as those coming from the tire’s end of life can be used to improve the mechanical properties of concrete.

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ALIVE: achieved one of the main milestones

alive_1Since October 2012, CIDAUT has been working in ALIVE project together with other 20 partners including 7 major carmakers, 7 major suppliers, 2 SME’s and 4 academia research centres.

After more than 2 years of work, 21 partners have been developed materials and design concepts to obtain a high potential reduction of the weight of Electric Vehicles, while keeping track of the essential aim of affordable application to high volume productions.

In an extraordinary general meeting that took place on 25th of June at Darmstadt and was hosted by Fraunhofer LBF, the frozen design was presented as one of the big project milestones.

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In ALIVE project, CIDAUT has carried out the necessary tasks to produce a new magnesium technology based on counter-gravity and laminar filling of sand moulds by using an electromagnetic pump that drives melted magnesium into the mould. Thanks to an automatic control of the filling profile, it is possible to obtain high performance components with low cycle times at low costs.

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During the current year, CIDAUT and the other partners will have to manufacture the different components that complete an assembled demonstrator and modules that can be tested along 2016.

If you wish to learn more about ALIVE or the SEAM activities, visit:

www.project-alive.eu and www.seam-cluster.eu

CIDAUT will held a dissemination event on test performed in Spain for VRUITS project

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VRUITS (Improving the Safety and Mobility of Vulnerable Road Users through ITS Applications) is a Research project co-funded by the European Commission under the Seventh Framework Program (Grant Agreement Nº MOVE/FP7321586/VRUITS). It started in April 2013 and its final tasks are scheduled for March 2016. The Project VRUITS investigates how the safety, mobility and comfort of pedestrians, cyclists, Powered-Two-Wheelers and elderly drivers can be improved whit ITS applications. The research includes the improvement of the usability of different applications and the integration of VRUs in cooperative traffic systems.

Objectives of VRUITS project are:

  1. Assess societal impacts of ITS applications and provide recommendations for policies and industry on their usage, in order to improve the safety, mobility and comfort of VRUs;
  2. Recommend practices on how Vulnerable Road Users can be integrated in Intelligent Transport Systems and on how HMI designs can be adapted to meet the needs of VRUs, on the basis of evidences and through field trials.

The project consists of two vertical work packages: WP1 and WP7, and five horizontal work packages (WP 2-6) as shown in the figure.

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First, an overview of existing and upcoming ITS systems for VRUs was provided. A total of 14 systems addressing pedestrians, 34 addressing cyclists, 28 for PTWs, and a number of 10 in-vehicle systems which benefit all kind of VRUs were initially picked. In order to identify the most promising solutions, a workshop was held with 40 relevant stakeholders including representatives of VRU groups, national and European authorities, infrastructure service providers and ITS-related organizations contributed to the prioritization process. Participants selected up to 22 applications having the highest potential for VRUs safety and rated these ITS solutions according to a set of criteria previously decided by VRUITS partners.

Activities in the next step addressed the adaptation of impact assessment methodology, in order to carry out qualitative and quantitative assessment of ITS for sub-groups of VRUs with regards to the aspects of safety, mobility and comfort, and to translate these into socioeconomic indicators. Moreover, user-acceptance and usability of existing ITS services for VRUs have been assessed, focusing on comfort, mobility and effectiveness of related information. A second workshop with stakeholders was held for this topic.

Thanks to the expertise of the participants, from the huge group of ITS initially assessed, 10 applications were withheld. The Consortium selected two of them to be demonstrated in Spain (Valladolid and Alcalá de Henares) and the Netherlands (Helmond): a cooperative Intersection Safety (INS) for cyclists in Helmond (Netherlands), an Intelligent Pedestrian Traffic Signal (IPTS) in Valladolid (Spain) and cooperative IPTS & a cooperative INS for drivers in Alcalá de Henares (Spain).

Equipment and applications at the test sites have been adapted and developed following the prioritization of ITS for VRUS and the recommended practices performed beforehand, in order to be suitable for testing by real users and under real environment.

  • Valladolid site is based on the Intelligent Pedestrian Traffic Signal (IPTS) system: several Intelligent Pedestrian Detectors (IPDs) automatically detect pedestrians on the sidewalk next to the crossing, and based on their trajectories, IPDs decide whether pedestrians are waiting to cross the intersection. The IPDs send this information to an Interface Box, which gathers the data from all the IPDs and requests green light to the Traffic Light Controller (TLC) if there is a certain number of persons waiting. Then the TLC decides whether to give priority to pedestrians over vehicles and extend their green phase, based on the state of the traffic lights. This pilot also includes an Illumination on Demand Module (IDM), which is used to highlight the crossing and its surroundings, informing vehicles about the presence of pedestrians and thus enhancing the safety of the pedestrians. The objective of IPTS is to increase safety and comfort for pedestrians by automatically detecting them, extending their green phase and increasing illumination on the crossing. This application is mainly intended for areas with large amount of pedestrians.vruits_3
  • Alcalá de Henares site implements a smart traffic controller, which is based on the main characteristics of the Intelligent Pedestrian Traffic Signal (IPTS) and the Intersection Safety (INS) systems. The IPTS includes VRU2I (VRU-to-Infrastructure) and I2VRU (Infrastructure-to-VRU) communications where pedestrians can activate green light demand for crossing an intersection via their smart phone and in response to this, the traffic light controller (TLC) provides them the time remaining to activate pedestrian green light. While VRUs are crossing the IPTS detects them to extend the pedestrian green phase, ensuring their safe crossing. The INS includes I2V (Infrastructure-to-Vehicle) communications to inform drivers turning right, with low visibility, about pedestrians’ presence on the road. The detection of pedestrians on the crosswalk, made by the IPTS, is used to give this information to drivers. A drivers’ mobile application connected to a prototype device, able to communicate to the smart traffic controller, is developed for this function. The objectives of IPTS are increasing safety and comfort for pedestrians, (by allowing VRUs to activate a remote demand for green light and extending time on pedestrian green phase for safety crossing) and preventing collisions between right-turning vehicles with low/no visibility and crossing VRUs (by detecting the pedestrian crossing and warning the driver of the existing pedestrian crossing and iIncreasing the illumination at the pedestrian crossing).

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At the end of September (date to be confirmed) a dissemination workshop targeted to local authorities and ITS industry will be held at CIDAUT premises. During this workshop, trial tests performed in both Spanish locations (Valladolid and Alcalá de Henares) will be presented, as well as an assessment on the results obtained.

CIDAUT attended to the Kick off Meeting of the funded by the EC’s Horizon 2020 Programme SafetyCube project held at Loughborough last May the 19th and 20th

SAFETUCUBE_1Funded with €5.8m by the EC’s Horizon 2020 Programme, and leaded by Loughborough University, SafetyCube will develop an evidence-based road safety decision support system (DSS) to enable policy-makers and stakeholders to identify the most cost-effective measures to address the most pressing road safety problems.

The project brings together 18 partners from 15 European countries and spans all elements of road safety from infrastructures and speed limits, to vehicles, road users, and driver behaviour. The team of transdisciplinary experts will bring in-depth road traffic accident data resources together with detailed injury databases, trauma registers, insurance data and information on road user behaviour.

SafetyCube is the first systematic pan-European in-depth study of accident causation. As well as providing data on existing technologies, it will also enable predictive estimates to be made of the effectiveness of new technologies which may only be on the road in small numbers or not yet in use.

The project work plan is based around the core areas relating to the three components of the transportation system, i.e. road user behaviour, infrastructure design and operation, and vehicle safety, to facilitate the application of the results.

Participating organisations:

Loughborough University (UK), CIDAUT (Spain), SAFER Vehicle and Traffic Safety Centre (CHALMERS) (Sweden), Laboratory of Accidentology, Biomechanics and Human Behaviour (LAB) (France), Centre Européen d’Etudes de Sécurité et d’Analyse des Risques (CEESAR) (France), National Technical University of Athens (Greece), Belgian Road Safety Institute, SWOV Institute for Road Safety Research (Netherlands), Austrian Road Safety Board, French Institute of Science and Technology for Transport, Development and Networks, Institute of Transport Economics (TØI) (Norway), European Road Federation (Belgium), Centre for Transport and Logistics at the University of Rome “La Sapienza” (Italy), Agency for Public Health, Barcelona (ASPB) (Spain), Medical University of Hannover (Germany), Slovenian Traffic Safety Agency (AVP), DEKRA Automobil GmbH (Germany).

Cidaut starts REMAGHIC, a H2020 project on the recycling of Rare Earth Elements applied to produce Magnesium alloys

At the end of April, the EC officially communicated Cidaut the outcome of the evaluation for REMAGHIC proposal. It was favourably evaluated within the H2020 SPIRE-07-2015 call, and the grant preparation process started immediately.

REMAGHIC, New Recovery Processes to produce Rare Earth-Magnesium Alloys of High Performance and Low Cost, aims at contributing to Europe’s rare earth recovery and magnesium recycling technologies, improving the efficiencies of these processes and advancing the technology readiness levels for a new generation of industrial processes that will produce new low cost competitive alloys for a wide variety of sectors across Europe’s manufacturing value chain.

The project motivation lies on the fact that magnesium alloys can offer a significant weight reduction when compared to aluminium alloys. Weight reduction is a cross sectorial key design driver, if a superior energy absorption and vibratory behaviour is added, magnesium is a promising candidate for future application if some of its drawbacks are overcome, such as its cost, manufacturability problems, corrosion and creep behaviour and low allowable service temperature. Addition of rare-earth elements (REE) improves the performance of Mg alloys significantly, though a price increase has to be taken into account. REMAGHIC believes that by investing in recovery and recycling technologies, a new alloying process can be developed to yield low cost Mg+REE alloys.

REMAGHIC will contribute to the penetration of magnesium alloys in important sectors for the European industry (Transport, Energy, Biomedicine); it will foster the work done by Tier1s, and promote the interest of different OEMs on future generations of light structural components of competitive performance (that of primary Mg+REE alloys), low cost (that of primary Mg) and weight reduction (30%).This will encourage further improvements in these technologies thanks to finding new markets and applications that will foster the recovery of different REE.

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remaghic_2 REMAGHIC Work Plan Structure & Raw Materials Industrial Value Chain

Even though there are many Mg+REE alloys in the market, none of these is obtained from fully recovered/recycled raw materials. The development of an alloying processes that takes into account a different variety of recovered REE (which are expected to come in different forms), and includes recycled Mg (assessing its quality meets the same standards as a primary Mg) is totally unprecedented and will have a multifaceted impact, improving efficiency and competitiveness, promoting sustainable manufacturing, contributing to reduce the manufacturing processes environmental impact, strategically sheltering Europe from supply shortages and enabling better societal life quality.

The consortium includes Cidaut as coordinator, Tecnalia, Fraunhofer ICT, and KU Leuven as research partners, and Grupo Antolin, Relight, ITRB, Piaggio Aero, Pininfarina and Meotec as industrial partners. The EC has granted REMAGHIC a 3,253,442 € funding for this H2020 SPIRE project.

INROADS – Intelligent road studs lighting the way

The INROADS FP7 project led by TRL with seven European partners has developed intelligent road studs (also known as cats eyes) containing LED lighting, sensors and communication technologies, which will enable enhanced traffic management and road user information, representing a major advance over the existing retroreflective studs. During the development of the studs, several designs and technologies were considered for vehicle detection, with low power consumption and wireless communication as essential requirements to meet.

inroad_1For the final validation tests, some INROADS studs were installed in a closed test track at CIDAUT facilities. The aim of these tests was to validate their global operation and achieve some preliminary results and guidelines in relation to the installation of the studs and their effect and benefits on night driving. Thus, a thorough photometric study was carried, analyzing visibility and glare of the LED studs in use. Besides, drivers’ feelings and behavior have been evaluated by CIDAUT human factors team. An instrumented vehicle has also been used to record drivers’ speed and trajectory in order to compare the data with and without the studs.

inroad_2The result: a sensor network consisting of embedded LED studs able to detect passing vehicles and communicate with each other and with a central control in order to light your way as you drive along, highlighting the lane delineation and enhancing visibility without glare. So far, tests have demonstrated a very positive effect on night driving, increasing comfort, perceived safety and easiness of driving. Also, it has been proved that they cause no glare at all, while they have a greater conspicuity and visibility compared to standard retroreflective studs. This implies a significant safety benefit, particularly on unlit roads. In such situations, they offer an extremely attractive and cost effective solution to traditional street lighting, in that they offer many of the safety benefits, but with a much lower capital and operational cost.

inroad_3And in case you are worrying about energy and power consumption, there is no need to: they are also able to harvest renewable energy from their environment thanks to some integrated solar photovoltaic panels. Thus, not only are these studs intelligent, but also energetically self-sufficient.

So after three years of hard work of all seven partners involved, we are proud to present the first intelligent self-powered LED studs. Now we can say that we have enlightened a little the way to intelligent roads. Future is drawing nearer.

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CLEANSKY: CIDAUT develops an optimized simulation model for the optimization of Liquid Resin Infusion (LRI) processes

One of the aims of Clean Sky is to develop new technologies for green manufacturing through Integrated Technology Demonstrators (ITDs) within the frame of both Green Regional Aircraft (GRA) and Eco-Design (ED) platforms, with the objective to realize low weight/eco-friendly aircraft components featuring competitive manufacturing costs. To achieve this purpose ALENIA AERMACCHI, (Leader of the GRA ITD and Member of the ED ITD) has conducted several studies and launched initiatives aiming to develop, optimize and industrialize Liquid Resin Infusion (LRI) processes. Executed out of autoclave (without pressure), the required solution shall reduce weight, related environmental impact and reduce life cycle costs, for the one shot manufacturing of wing box stiffened panels in composite material.

Under these initiatives, CIDAUT has led the research project named “Panel Liquid Infusion Technology” (PLIT), (Topic Manager SICAMB), which was launched within the GRA “Low Weight Configuration” domain, and was set up to provide a scientific approach to the physics of the LRI process by the development of a “process simulation numerical model”, to study resin flow during the impregnation stage.

The PLIT project consortium was led by CIDAUT Foundation, in charge of development and validation of simulation models and the test bench. ITRB was involved in the tools detailed design and PBLH International Consulting was in charge of dissemination activities.

The LRI simulation model set up by CIDAUT allows identifying potential causes for non uniform distributions of resin flow that may cause injection process faults like dry spots, poor saturation of the pre-form, partially filled composite parts and other defects. An outcome of the model is shown in figure 1. Filling time was used to correlate experimental and simulation results.

plit_1Figure 1 Correlation between simulation and laboratory tests to determine permeabilities

Two main technical objectives were addressed by CIDAUT in the PLIT project:

  • Development of an optimized LRI process simulation methodology especially suited for analyzing large parts and stiffened wing skin panels.
  • Research to gain in-depth understanding of the flow phenomena based on experimental data and try-out.

The simulation model development required full understanding of the most significant phenomena in flow processing and development of dedicated methodologies in laboratory to characterize key material parameters of carbon reinforcements, epoxy resins and distribution media affecting resin flow in LRI processes (an example is shown in figure 2).

plit_2Figure 2 Correlation between simulation and laboratory tests to determine permeabilities

Compared to a full 3D resin flow computation, commonly used in infusion processes analysis, the optimized numerical model developed by CIDAUT leads to significant reduction in computation time, while accurately predicting resin flow from the distribution media through the laminate thickness. The model is parametric and user friendly. Case studies can be parametrically defined depending on the resin viscosity parameters, carbon fiber permeabilities, infusion process parameters (resin pot and oven temperatures) and impregnation strategy (i.e. number, location, diameter and length of the inlet and outlet pipes, location of distribution media, sequential fillings, etc).

The simulation model was numerically verified and experimentally validated against experimental LRI tests, carried out in large stiffened wing panel demonstrators manufacturing. For that purpose, a complete test bench was manufactured and delivered to the topic manager premises in Italy, where infusion tests were conducted and filling times were accurately measured at critical locations along panels. Experimental characterization of permeability and viscosity parameters were key factors for achieving a good correlation between experimental and simulation filling times.

plit_3Figure 3 Stiffened wing panel made by LRI (Courtesy of ALENIA AERMACCHIand SICAMB)

CIDAUT will be at MATCOMP 2015: The XI National Congress on Composite Materials

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The XI Spanish National Congress on Composite Materials (http://matcomp15.org/) is jointly organized by the Rey Juan Carlos University, AEMAC (The Spanish Association of Composite Materials) and FIDAMC, and its main sponsor is AIRBUS Group. CIDAUT will participate presenting two different papers, one dedicated to development of material models for short fibre reinforced materials, and a second one focused on the implementation of design methodologies for continuous carbon fibre composites for automotive safety components.

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The MATCOMP series of National Congresses have, ever since their founding in 1995, become the most important meeting between the academic, scientific and industrial communities within the composite materials field in Spain. The main objective has always been the establishment of a communication channel between the industry and the technical and scientific community to promote research, development, innovation, as well as the use and spreading of composite materials.

CIDAUT has taken part in these congresses in the past, and this year our contribution is focused on the design of automotive components. Nowadays it’s all about weight reduction, new environmental standards are calling for sustainability in mobility, which will be achieved with greener power trains and optimized light weight designs.

Short fibre reinforced components have considerably improved mechanical properties in terms of stiffness and structural strength thanks to the fibre contribution to their performance. Though used in the automotive industry for a long time, the influence of the manufacturing process is seldom taken into account because of the lack of an easy to implement design methodology, as current research goes through complex material models or expensive and very specific software packages.

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BMW i3 Profile (Source: BMW Group Press Club)

If weight reduction is considered, then advanced composite materials, and especially those combining continuous fibre with plastic matrixes are very well poised for growth. In this context, several continuous carbon fibre components can be found in the automotive industry, from bonnets, front end structures, underbodies, side pillars or roofs, to the ambitious BMW i3 passenger cell. Our research deals with designing a suspension arm, which is probably one of the lesser found examples in the sector. A list of critical load cases has been selected from the suspension arm of a representative B segment vehicle. The packaging requirements have been taken from the same vehicle as well, imposing a limit on the available design volume. The challenge in this design lies mainly in taking into account manufacturing requirements such as the desirable symmetry of the staking, the correct combination of biaxial non crimp fabric plies with UD reinforcements, the limits on the possible orientations if the curvature radius grows imposed by the manufacturing process, together with the mechanical load cases and the available design space.

Meet us at MATCOMP the 6th-8th of July 2015 to know more about our research in the field of composite materials, or get in touch with us, we are always happy to share our experiences and find new collaboration opportunities.

On March 26th, Cidaut had the opportunity to participate in the workshop “Lean & Learn” about applying Lean Concepts in Project Management

It was organized by the Association for Organizational Learning SoL Spain (www.solspain.org). SoL Spain, is a community that share an interest in developing skills necessary for organizational learning to achieve fundamental changes in people and their organizations.

Persei Consulting, TECNALIA and CIDAUT share their business experiences in Lean Projects Management. Persei Consulting described their experience applying Scrum and agile methods in the management of software development projects, Tecnalia went into detail explaining the adaptation of these methodologies in their projects and pilot areas, and CIDAUT shared our experience deploying the Lean Project Management methodology.

Lean Project Management (LPM) is the application of Lean principles in the context of project management. LPM has many ideas in common with other lean concepts. The fundamental principle is based on creating more value with less “waste” using Lean tools such as standardization, visual control, daily Kaizen, etc.

The debate generated interesting conclusions for the companies got involved in a cultural change through the lean thinking and agile methods.

Start by enthusiasts

When an organization is facing a change, there are always three kinds of people: “Enthusiasts” (10%) who take easily the proposed changes, the “Silent majority” (80%) formed by neutral people who will adapt progressively to changes as they become consolidated and are extended, and finally “Reluctant to change” (10%) who tend to reject any proposal.

We agree that the best option is to start applying these methods in a pilot project with a good group of enthusiastic people involved. The following challenge is how to extend it to more people, more projects, and more departments. It is necessary to keep encouraging them and trust that enthusiasts will extend it to the rest.

Managers involvement, is it important?

Managers involvement is necessary to succeed in changing the management process?

We agree there are different degrees of involvement. The “laissez faire” management style to lead change as one priority. No one doubts that the rate of progress is higher when the Management is really involved.

But we agree that the degree of involvement or not is never an excuse for not promoting change initiatives from other non-hierarchical leadership when it takes sense to work according to this philosophy of work and applying agile methods.

Lean Tools

An advantage of the tools used in the application of agile methods is its simplicity.

Everybody learn how to use Lean tools without any problem. This can lead to the mistake of thinking that learning to use the tools, the change will occur by itself. This is not true but tools provide a way to initiate the change.
When we use the tools we need to adapt them to our type of work, to our reality, change tools conveniently and the real change occurs providing benefits when we change, when change the way we feel, the way we think and how we interact with our peers and customers.

Cultural change as main conclusion

As main conclusion we can say that the application of these methodologies is not an aim in itself, the ultimate goal is a change in the culture of our organization. Create a culture of collaboration and involvement of persons.

The change in the conditions a person does his job leads to a change of attitude in people. When people are involved they appreciate learning and action.

We agree that when an organisation improve working methods and workflow view, people change their attitude and that’s when the culture changes.

For more information about the content of this event visit the blog www.innpulsos.com

Lean