{"id":11851,"date":"2016-11-24T11:37:56","date_gmt":"2016-11-24T11:37:56","guid":{"rendered":"https:\/\/sisteplant.com\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/"},"modified":"2023-02-08T16:25:26","modified_gmt":"2023-02-08T16:25:26","slug":"variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future","status":"publish","type":"articulos_y_libros","link":"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/","title":{"rendered":"Variants management and extended enterprise models for the car maker’s factory of the future"},"excerpt":{"rendered":"

In the future of the car industry, variants management are one of the keys. Much more short delivery of cars will lead to a strategic split of the variants generation in distributors, suppliers and local “compact” plants. A very rapid and synchronized on-line configuration of modularized sub-assemblies will be performed in these new generation assembly compact plants.<\/p>\n

1. INTRODUCTION AND BACKGROUND<\/strong><\/p>\n

The Car maker’ s factory of the future is going to be a main mixed model and integrated non-stop line from body shop to final assembly, and low vertical integration is going to be a trend. High velocity in the development of technologies involved in the car make this last an irreversible fact (see Figure 1). To preven! line breakdowns effects in the really scarce case they go on, robots and other general purpose assembly devices will clamp and unclamp continuously to the “non-stop line” carrying the car, thus giving also great flexibility in self balancing the mixed model flow.<\/p>\n

\"foto1\"<\/p>\n

This production model will involve a very low ratio of man power assembly hours per\u00a0car, deploying at the same time the possibility of one-unit lot, and also protection against\u00a0process obsolescence due to product changes, then optimising the contradictory poles of\u00a0mechanical integration, polyvalence and flexibility at a high automation rate (Figure 2).<\/p>\n

\"foto2\"<\/p>\n

The auxiliary Iines, that feed the main Iine, will consist of synchronised cassettes of high\u00a0integrated sub-assemblies ( examples are the cockpit, seats, entire doors and roofs-Iaser\u00a0welded, wheels, exhaust-systems, frontals and backs, etc.). Looking at the entire doors\u00a0means “painted and dressed” . Given that getting identical painting when different batches\u00a0is a problem, local mini-painting cabs set in these auxiliary-Iines will perform Iot size = l.\u00a0This nT painting based on the real-time RAL monitoring of the main-line body paint result,\u00a0and the correspondent set-point in the mini-cab special devices for rapid post-painting\u00a0assembly of the dressing will be developed. The possibility of plastic reinforced \u00a0(SMC or\u00a0special thermoplastics) doors is difficult because Iot size of 1 is not practically achievable\u00a0today in mouldings.
\nIn the case of non-excessive complexity and required lay-out volume, sub assemblies\u00a0will be produced (and not only stored and handled) in these local front-end auxiliary Iines,\u00a0and will be run by selected suppliers. Looking at the Figure 3, type 1 and 2 of suppliers are\u00a0candidates to front-end local assembly, and specially for the type 2 could be the unique\u00a0strategy, giving that they are involved with subassemblies that have great capability of\u00a0future product differentiation, and then they are a part of the car maker’ s know-how very\u00a0strict protection.<\/p>\n

\"foto3\"<\/p>\n

On the other hand, and depending upon process complexity and space needed, Type 1\u00a0suppliers can be or not part of the integrated auxiliary Iines. Other important issue concerning\u00a0type 1 and 2 strategic suppliers is, from the car- maker’s point ofview, the increasing\u00a0preference of medium-sized companies, agile, and with customised product or process\u00a0technology development capabilities and enough financia! supports. This is going to be a\u00a0significative change in the next years.
\nSuch a manufacturing model needs “Design for logistics” as a primary issue; one would\u00a0say that “Iogistic strategy Ieads to manufacturing strategy”, and that the “minimum transfer-\u00a0batch” is the next objective for the “current production batch”. And in “Design for\u00a0logistics”, variants management is one ofthe keys.<\/p>\n

2. THE “COMP ACT” – PLANT DESCRIPTION<\/strong>
\nThe new generation of car assembly plants are going to perform on-line configuration of\u00a0unitary lot-size, based on a product design prepared for modular local sub-assemblies. In\u00a0on-line modular configuration, product-design for achieving variants with as much single\u00a0items as possible is a strong issue.
\nThe customization by markets in one clear trend, and this leads to have more and nearer\u00a0sites for variants configuration. Huge multi-regional and single-model plants are going to\u00a0be changed by small local compact mixed-model facilities, serving distributors.\u00a0In order to go on with simplicity enough, variants generation has to be split:<\/p>\n

a) Toe final distributor will customize the car in tenns of for instance wheels, lighting options and software,\u00a0and in general not very voluminous sub-assemblies that can be easily and economically end-tenn assembled\u00a0and also shelved there by suppliers.
\nb) Toe strategic suppliers of type 2 (see Figure 3) are not going to be integrated around the main line in the\u00a0“compact” plant, which is, not any other consideration set, more interesting for them. But they have to\u00a0carry on with modular development fit to the car-maker strategy, and in consequence, sorne scaleeconomy\u00a0is lost.
\nToe main line concept in the compact-plant is given esquematically in Figure 4. There, to save in space\u00a0with an increased area of sub-assembly operator, the lay-out is set in a way that auxiliary lines for on-line\u00a0configuration of sub-assemblies from modules, are nested in each sine and also present 3D material handling\u00a0capabilities.
\nToe main line gives electronic signals to the auxiliary lines for timed on-line synchronisation. In this\u00a0mixed-model lot-size=l main line, body construction flexibility is essential. Let’s have a look at the management\u00a0of this point.
\nA clear example in the Auto industry is the j ig system for the body frame construction so\u00a0called BIW; (” body in white” ). Making a versatile reconfigurable jig gives both flexibility\u00a0and polyvalence at the same time, and no so much investment with the condition of designing\u00a0appropriated model’s frames ready to be welded along with the same adjustable jig.
\nAnother example of DFA for the auto industry is the flT supply of complete subassemblies\u00a0to the main line. Assembling by a robot the entire cockpit, transmissions, the\u00a0frontal panel, or seats are clear aspects of DFA applied after a tuned logistics and supplier\u00a0development strategy. If the frame jigs are prepared for mixed model main lines, you will\u00a0find not less difficult the subassembly feeding systems (cassettes, ramps, and so on) for\u00a0also different models.
\nMain line tooling is general ly hard tooled-multi-welders or form fixtures, that will only\u00a0process a particular componen! or model. A good example of this is the framing operation\u00a0in the body construction process, where the main body sub-assemblies are put together to\u00a0form the body-in-white (BIW), or complete steel structure of or car.
\nThe framing station consists of a hard tooled multi-welder, and clamping configuration\u00a0and this operation provides the dimensional integrity of the BIW by giving the subassemblies\u00a0in the correct position by the minimum number of spots for this purpose. The\u00a0remaining spot welds are made by a series of robots after the framing station. The tooling\u00a0for the framing is very complex and it is considered that such tooling is unlikely to be truly\u00a0flexible.
\nOne way to achieve flexibility is to use robots in those areas that have historically been\u00a0limited to hard tooling and multi-welders, like framing. Robots provide great advantages\u00a0due to re- programmability, and suitability for a wide range of tasks from welding to part\u00a0handling, but many limitations exists for the use of robots. First physical limitations of\u00a0load capacity and speed, and second in terms of capacity given that robots can only produce\u00a0one spot weld at a time, compared to a multi-welder tha t can produce any number of\u00a0spot welds simultaneously. To address this problem more than one robot is generally used,\u00a0but when compared to the investment requirements for hard tooling this may be an unsuitable\u00a0option.
\nOne case is interesting to be reviewed; the body construction of Toyota. The assembly\u00a0line is a highly automated production system capable of producing a large number of car\u00a0models, with the ability to change model production without significative set-up. The development\u00a0of the system was based on a number of basic concepts such as measures to\u00a0improve body accuracy, measures to ensure flexibility, measures to enhance efficiency and\u00a0streamline production management, measures to simplify the preparatory operation and\u00a0reduce lead-time.
\nBody accuracy is improved firstly by restricting the number of spots welds made on the\u00a0sub assemblies until they reached the final assembly line, where they were fixed with the\u00a0desired accuracy by applying sufficient welds. Secondly, through the use of a fixture \u00a0circulation\u00a0system, that moves fixtures through the assembly processes thus reducing the\u00a0stack up of tolerances of the sequential assembly processes, when components are moved\u00a0from one fixture to the next. To ensure flexibility only the circulating fixtures for the underbody,\u00a0bodysides, roof, and lower back were made model-dependent, and included onto\u00a0pallets that could carry them around. Hard automation was replaced with robots where\u00a0ever possible, and for improving efficiency the number of processes was minimised by\u00a0using a large number of robots in each process and by reducing the part handling processes.
\nThis also reduces the variation in the body accuracy by 50%, resulting in a great\u00a0improvement in quality.\u00a0To smooth a.m.a.p. load in the auxiliary lines, sequencing of cars are performed by an\u00a0algorithm such as the “Goal-chasing” method giving, in a time-window frame, the most\u00a0convenient order in which the cars lot size 1 are going to be assembled with the most regular\u00a0comsuption of sub-assemblies along the auxiliary-lines.
\nThe manufacturing strategy in the auxiliary-lines is lead by flexibility and time for preassemblies.\u00a0Assuming lot – size = 1, in the worst condition, the time for changeover plus\u00a0the time for pre-assembling one code has to be less than the time between two consecutive\u00a0cars.
\nOf course, configuration in these areas is going to be of just “one-level” of operation,\u00a0assuming also just “one-level” assembly operation in these areas, conforming it in \u00a0“onestroke”\u00a0from the shelves. “Pater-noster” alike material handling systems are in the middle\u00a0ofthe area.
\nIn reference to the Figure 2, once flexibility and velocity have been assured in a compact\u00a0space, the trade off between polivalence and the degree of automation decides the \u00a0final\u00a0shape of the line.
\nThe transfer between the main and auxiliary lines is given by clamping and unclamping\u00a0stations in which the cassettes are pushed in leve! 1 (lower) until consumption, and removed\u00a0from leve( 2 (upper) when exhausted from the main line. The stations will have a general\u00a0purpose six or more d.o.f. robots and also more specific assembly devices.<\/p>\n

\"foto4\"<\/p>\n

3. THE COST-MODEL FOR VARIANTS MANAGEMENT<\/strong>
\nVariants strategy is defined in the chapter two of this paper. The striking force is local configuration\u00a0of modules in compact-plants, given the future regional customization of cars.
\nBut sorne kind of contrast is necessary to be done in order not to remove previous defined\u00a0strategy, but to adjust it in terms of the number of variants offered in a given market and to\u00a0orientate and push direct and indirect cost reduction.
\nA suitable way to do that is structuring the variants in terms of their nature and quantity\u00a0and distribute them by appropriated cost-drivers.
\nVariants can be structured as follows:
\nType O: Body ( e.g. solar roof)
\nType 1: Engines
\nType 2: Transmissions
\nType 3: Interiors
\nType 4: Specific package options
\nType 5: Colours
\nType 6: Wheels
\nType 7: Lighting
\nType 8: Software
\nCost drivers have to be simulated for each one of these types, and for the following concepts,\u00a0in an appropriated matrix.
\n– Direct manufacturing costs
\n\u2022 Changeovers
\n\u2022 Moulds, dies, fixtures and j igs
\n\u2022 Automation inhibition
\n\u2022 Scrap
\n\u2022 Purchasing prices (higher by\u00a0less volume)
\n– Product and process engineering\u00a0overheads
\n\u2022 I+D product evaluation
\n\u2022 Product and process maintenance\u00a0efforts
\n\u2022 EDP
\n– Transportation
\n\u2022\u00a0ong haul
\n\u2022\u00a0hort haul
\n– Asset Investments
\n\u2022 Machinery
\n\u2022 Handling devices
\n\u2022 EDP
\nThe trade-off is given by Figure 5, and Figure 6 is a simple matrix performable in an\u00a0electronic-sheet to simulate different altematives. The modular concept of product is the\u00a0response to increase variants changing the shape of the total complexity cost curve in the\u00a0Figure 6.<\/p>\n

\"foto5\"<\/p>\n

\"foto6\"<\/p>\n

4. CONCLUSIONS<\/strong>
\nVariants management will play a key role facilitating the manufacturing strategy of the\u00a0car-maker, forced to fight with regional differences, very short delivery times, short life\u00a0cycles and a furious competence in prices. Two levels of strategic suppliers have to be\u00a0managed and distributor’s role in car customization set up in arder to create the “local\u00a0compact plant” in which lot size of one is performed. Casting variants is the way to precise\u00a0and adjust local product offer as well as simultaneously push direct and indirect cost\u00a0reduction.
\n5. BIOGRAPHY<\/strong>
\nProf. Dr. Javier Borda Elejabarrieta has been working as plant Engineer and Production\u00a0Manager staff for 1 O years, and from 1984 he is the managing director and C.E. O. of SISTEPLANT,\u00a0S.A., a Spanish 50 people industrial engineering company, sited in the Basque\u00a0Country and shared by the IBV Group, involved in entire subassemblies design and manufacture\u00a0for the aerospace and automotive industry. He read in 1989 the Doctoral Mechanical\u00a0Engineering dissertation on “CIM for plastic injection workshops”. He is also Professor\u00a0of Production and Engineering Management in the University of Deusto, Bilbao, and the\u00a0author of severa! internation al papers and two books titled: “Advanced Maintenance Techniques”\u00a0(1990) and “Vibrations Technology in Predictive Maintenance” (1998). He has\u00a0become recently an IFIP WG 5.7 member.[:]<\/p>\n","protected":false},"featured_media":10852,"menu_order":20161124,"template":"","categories":[340,72],"tags":[108,71,122,176],"class_list":["post-11851","articulos_y_libros","type-articulos_y_libros","status-publish","has-post-thumbnail","hentry","category-articulos","category-sisteplant","tag-automocion-2","tag-fabrica-del-futuro","tag-manufactura-avanzada","tag-variants-management"],"acf":[],"yoast_head":"\nVariants management and extended enterprise models for the car maker's factory of the future - Sisteplant. Dream\u200b Innovate Challenge<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Variants management and extended enterprise models for the car maker's factory of the future - Sisteplant. Dream\u200b Innovate Challenge\" \/>\n<meta property=\"og:description\" content=\"In the future of the car industry, variants management are one of the keys. Much more short delivery of cars will lead to a strategic split of the variants generation in distributors, suppliers and local "compact'' plants. A very rapid and synchronized on-line configuration of modularized sub-assemblies will be performed in these new generation assembly compact plants. 1. INTRODUCTION AND BACKGROUND The Car maker' s factory of the future is going to be a main mixed model and integrated non-stop line from body shop to final assembly, and low vertical integration is going to be a trend. High velocity in the development of technologies involved in the car make this last an irreversible fact (see Figure 1). To preven! line breakdowns effects in the really scarce case they go on, robots and other general purpose assembly devices will clamp and unclamp continuously to the "non-stop line" carrying the car, thus giving also great flexibility in self balancing the mixed model flow. This production model will involve a very low ratio of man power assembly hours per\u00a0car, deploying at the same time the possibility of one-unit lot, and also protection against\u00a0process obsolescence due to product changes, then optimising the contradictory poles of\u00a0mechanical integration, polyvalence and flexibility at a high automation rate (Figure 2). The auxiliary Iines, that feed the main Iine, will consist of synchronised cassettes of high\u00a0integrated sub-assemblies ( examples are the cockpit, seats, entire doors and roofs-Iaser\u00a0welded, wheels, exhaust-systems, frontals and backs, etc.). Looking at the entire doors\u00a0means "painted and dressed" . Given that getting identical painting when different batches\u00a0is a problem, local mini-painting cabs set in these auxiliary-Iines will perform Iot size = l.\u00a0This nT painting based on the real-time RAL monitoring of the main-line body paint result,\u00a0and the correspondent set-point in the mini-cab special devices for rapid post-painting\u00a0assembly of the dressing will be developed. The possibility of plastic reinforced \u00a0(SMC or\u00a0special thermoplastics) doors is difficult because Iot size of 1 is not practically achievable\u00a0today in mouldings. In the case of non-excessive complexity and required lay-out volume, sub assemblies\u00a0will be produced (and not only stored and handled) in these local front-end auxiliary Iines,\u00a0and will be run by selected suppliers. Looking at the Figure 3, type 1 and 2 of suppliers are\u00a0candidates to front-end local assembly, and specially for the type 2 could be the unique\u00a0strategy, giving that they are involved with subassemblies that have great capability of\u00a0future product differentiation, and then they are a part of the car maker' s know-how very\u00a0strict protection. On the other hand, and depending upon process complexity and space needed, Type 1\u00a0suppliers can be or not part of the integrated auxiliary Iines. Other important issue concerning\u00a0type 1 and 2 strategic suppliers is, from the car- maker's point ofview, the increasing\u00a0preference of medium-sized companies, agile, and with customised product or process\u00a0technology development capabilities and enough financia! supports. This is going to be a\u00a0significative change in the next years. Such a manufacturing model needs "Design for logistics" as a primary issue; one would\u00a0say that "Iogistic strategy Ieads to manufacturing strategy", and that the "minimum transfer-\u00a0batch" is the next objective for the "current production batch". And in "Design for\u00a0logistics", variants management is one ofthe keys. 2. THE "COMP ACT" - PLANT DESCRIPTION The new generation of car assembly plants are going to perform on-line configuration of\u00a0unitary lot-size, based on a product design prepared for modular local sub-assemblies. In\u00a0on-line modular configuration, product-design for achieving variants with as much single\u00a0items as possible is a strong issue. The customization by markets in one clear trend, and this leads to have more and nearer\u00a0sites for variants configuration. Huge multi-regional and single-model plants are going to\u00a0be changed by small local compact mixed-model facilities, serving distributors.\u00a0In order to go on with simplicity enough, variants generation has to be split: a) Toe final distributor will customize the car in tenns of for instance wheels, lighting options and software,\u00a0and in general not very voluminous sub-assemblies that can be easily and economically end-tenn assembled\u00a0and also shelved there by suppliers. b) Toe strategic suppliers of type 2 (see Figure 3) are not going to be integrated around the main line in the\u00a0"compact" plant, which is, not any other consideration set, more interesting for them. But they have to\u00a0carry on with modular development fit to the car-maker strategy, and in consequence, sorne scaleeconomy\u00a0is lost. Toe main line concept in the compact-plant is given esquematically in Figure 4. There, to save in space\u00a0with an increased area of sub-assembly operator, the lay-out is set in a way that auxiliary lines for on-line\u00a0configuration of sub-assemblies from modules, are nested in each sine and also present 3D material handling\u00a0capabilities. Toe main line gives electronic signals to the auxiliary lines for timed on-line synchronisation. In this\u00a0mixed-model lot-size=l main line, body construction flexibility is essential. Let's have a look at the management\u00a0of this point. A clear example in the Auto industry is the j ig system for the body frame construction so\u00a0called BIW; (" body in white" ). Making a versatile reconfigurable jig gives both flexibility\u00a0and polyvalence at the same time, and no so much investment with the condition of designing\u00a0appropriated model's frames ready to be welded along with the same adjustable jig. Another example of DFA for the auto industry is the flT supply of complete subassemblies\u00a0to the main line. Assembling by a robot the entire cockpit, transmissions, the\u00a0frontal panel, or seats are clear aspects of DFA applied after a tuned logistics and supplier\u00a0development strategy. If the frame jigs are prepared for mixed model main lines, you will\u00a0find not less difficult the subassembly feeding systems (cassettes, ramps, and so on) for\u00a0also different models. Main line tooling is general ly hard tooled-multi-welders or form fixtures, that will only\u00a0process a particular componen! or model. A good example of this is the framing operation\u00a0in the body construction process, where the main body sub-assemblies are put together to\u00a0form the body-in-white (BIW), or complete steel structure of or car. The framing station consists of a hard tooled multi-welder, and clamping configuration\u00a0and this operation provides the dimensional integrity of the BIW by giving the subassemblies\u00a0in the correct position by the minimum number of spots for this purpose. The\u00a0remaining spot welds are made by a series of robots after the framing station. The tooling\u00a0for the framing is very complex and it is considered that such tooling is unlikely to be truly\u00a0flexible. One way to achieve flexibility is to use robots in those areas that have historically been\u00a0limited to hard tooling and multi-welders, like framing. Robots provide great advantages\u00a0due to re- programmability, and suitability for a wide range of tasks from welding to part\u00a0handling, but many limitations exists for the use of robots. First physical limitations of\u00a0load capacity and speed, and second in terms of capacity given that robots can only produce\u00a0one spot weld at a time, compared to a multi-welder tha t can produce any number of\u00a0spot welds simultaneously. To address this problem more than one robot is generally used,\u00a0but when compared to the investment requirements for hard tooling this may be an unsuitable\u00a0option. One case is interesting to be reviewed; the body construction of Toyota. The assembly\u00a0line is a highly automated production system capable of producing a large number of car\u00a0models, with the ability to change model production without significative set-up. The development\u00a0of the system was based on a number of basic concepts such as measures to\u00a0improve body accuracy, measures to ensure flexibility, measures to enhance efficiency and\u00a0streamline production management, measures to simplify the preparatory operation and\u00a0reduce lead-time. Body accuracy is improved firstly by restricting the number of spots welds made on the\u00a0sub assemblies until they reached the final assembly line, where they were fixed with the\u00a0desired accuracy by applying sufficient welds. Secondly, through the use of a fixture \u00a0circulation\u00a0system, that moves fixtures through the assembly processes thus reducing the\u00a0stack up of tolerances of the sequential assembly processes, when components are moved\u00a0from one fixture to the next. To ensure flexibility only the circulating fixtures for the underbody,\u00a0bodysides, roof, and lower back were made model-dependent, and included onto\u00a0pallets that could carry them around. Hard automation was replaced with robots where\u00a0ever possible, and for improving efficiency the number of processes was minimised by\u00a0using a large number of robots in each process and by reducing the part handling processes. This also reduces the variation in the body accuracy by 50%, resulting in a great\u00a0improvement in quality.\u00a0To smooth a.m.a.p. load in the auxiliary lines, sequencing of cars are performed by an\u00a0algorithm such as the "Goal-chasing" method giving, in a time-window frame, the most\u00a0convenient order in which the cars lot size 1 are going to be assembled with the most regular\u00a0comsuption of sub-assemblies along the auxiliary-lines. The manufacturing strategy in the auxiliary-lines is lead by flexibility and time for preassemblies.\u00a0Assuming lot - size = 1, in the worst condition, the time for changeover plus\u00a0the time for pre-assembling one code has to be less than the time between two consecutive\u00a0cars. Of course, configuration in these areas is going to be of just "one-level" of operation,\u00a0assuming also just "one-level" assembly operation in these areas, conforming it in \u00a0"onestroke"\u00a0from the shelves. "Pater-noster" alike material handling systems are in the middle\u00a0ofthe area. In reference to the Figure 2, once flexibility and velocity have been assured in a compact\u00a0space, the trade off between polivalence and the degree of automation decides the \u00a0final\u00a0shape of the line. The transfer between the main and auxiliary lines is given by clamping and unclamping\u00a0stations in which the cassettes are pushed in leve! 1 (lower) until consumption, and removed\u00a0from leve( 2 (upper) when exhausted from the main line. The stations will have a general\u00a0purpose six or more d.o.f. robots and also more specific assembly devices. 3. THE COST-MODEL FOR VARIANTS MANAGEMENT Variants strategy is defined in the chapter two of this paper. The striking force is local configuration\u00a0of modules in compact-plants, given the future regional customization of cars. But sorne kind of contrast is necessary to be done in order not to remove previous defined\u00a0strategy, but to adjust it in terms of the number of variants offered in a given market and to\u00a0orientate and push direct and indirect cost reduction. A suitable way to do that is structuring the variants in terms of their nature and quantity\u00a0and distribute them by appropriated cost-drivers. Variants can be structured as follows: Type O: Body ( e.g. solar roof) Type 1: Engines Type 2: Transmissions Type 3: Interiors Type 4: Specific package options Type 5: Colours Type 6: Wheels Type 7: Lighting Type 8: Software Cost drivers have to be simulated for each one of these types, and for the following concepts,\u00a0in an appropriated matrix. - Direct manufacturing costs \u2022 Changeovers \u2022 Moulds, dies, fixtures and j igs \u2022 Automation inhibition \u2022 Scrap \u2022 Purchasing prices (higher by\u00a0less volume) - Product and process engineering\u00a0overheads \u2022 I+D product evaluation \u2022 Product and process maintenance\u00a0efforts \u2022 EDP - Transportation \u2022\u00a0ong haul \u2022\u00a0hort haul - Asset Investments \u2022 Machinery \u2022 Handling devices \u2022 EDP The trade-off is given by Figure 5, and Figure 6 is a simple matrix performable in an\u00a0electronic-sheet to simulate different altematives. The modular concept of product is the\u00a0response to increase variants changing the shape of the total complexity cost curve in the\u00a0Figure 6. 4. CONCLUSIONS Variants management will play a key role facilitating the manufacturing strategy of the\u00a0car-maker, forced to fight with regional differences, very short delivery times, short life\u00a0cycles and a furious competence in prices. Two levels of strategic suppliers have to be\u00a0managed and distributor's role in car customization set up in arder to create the "local\u00a0compact plant" in which lot size of one is performed. Casting variants is the way to precise\u00a0and adjust local product offer as well as simultaneously push direct and indirect cost\u00a0reduction. 5. BIOGRAPHY Prof. Dr. Javier Borda Elejabarrieta has been working as plant Engineer and Production\u00a0Manager staff for 1 O years, and from 1984 he is the managing director and C.E. O. of SISTEPLANT,\u00a0S.A., a Spanish 50 people industrial engineering company, sited in the Basque\u00a0Country and shared by the IBV Group, involved in entire subassemblies design and manufacture\u00a0for the aerospace and automotive industry. He read in 1989 the Doctoral Mechanical\u00a0Engineering dissertation on "CIM for plastic injection workshops". He is also Professor\u00a0of Production and Engineering Management in the University of Deusto, Bilbao, and the\u00a0author of severa! internation al papers and two books titled: "Advanced Maintenance Techniques"\u00a0(1990) and "Vibrations Technology in Predictive Maintenance" (1998). He has\u00a0become recently an IFIP WG 5.7 member.[:]\" \/>\n<meta property=\"og:url\" content=\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/\" \/>\n<meta property=\"og:site_name\" content=\"Sisteplant. 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Dream\u200b Innovate Challenge\",\"isPartOf\":{\"@id\":\"https:\/\/sisteplant.com\/en\/#website\"},\"primaryImageOfPage\":{\"@id\":\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/#primaryimage\"},\"image\":{\"@id\":\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/#primaryimage\"},\"thumbnailUrl\":\"https:\/\/sisteplant.com\/wp-content\/uploads\/2022\/06\/Foto4.jpg\",\"datePublished\":\"2016-11-24T11:37:56+00:00\",\"dateModified\":\"2023-02-08T16:25:26+00:00\",\"breadcrumb\":{\"@id\":\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/#breadcrumb\"},\"inLanguage\":\"en-US\",\"potentialAction\":[{\"@type\":\"ReadAction\",\"target\":[\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/\"]}]},{\"@type\":\"ImageObject\",\"inLanguage\":\"en-US\",\"@id\":\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/#primaryimage\",\"url\":\"https:\/\/sisteplant.com\/wp-content\/uploads\/2022\/06\/Foto4.jpg\",\"contentUrl\":\"https:\/\/sisteplant.com\/wp-content\/uploads\/2022\/06\/Foto4.jpg\",\"width\":570,\"height\":402},{\"@type\":\"BreadcrumbList\",\"@id\":\"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/#breadcrumb\",\"itemListElement\":[{\"@type\":\"ListItem\",\"position\":1,\"name\":\"Inicio\",\"item\":\"https:\/\/sisteplant.com\/en\/\"},{\"@type\":\"ListItem\",\"position\":2,\"name\":\"Variants management and extended enterprise models for the car maker’s factory of the future\"}]},{\"@type\":\"WebSite\",\"@id\":\"https:\/\/sisteplant.com\/en\/#website\",\"url\":\"https:\/\/sisteplant.com\/en\/\",\"name\":\"Sisteplant. 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Dream\u200b Innovate Challenge","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/","og_locale":"en_US","og_type":"article","og_title":"Variants management and extended enterprise models for the car maker's factory of the future - Sisteplant. Dream\u200b Innovate Challenge","og_description":"In the future of the car industry, variants management are one of the keys. Much more short delivery of cars will lead to a strategic split of the variants generation in distributors, suppliers and local \"compact'' plants. A very rapid and synchronized on-line configuration of modularized sub-assemblies will be performed in these new generation assembly compact plants. 1. INTRODUCTION AND BACKGROUND The Car maker' s factory of the future is going to be a main mixed model and integrated non-stop line from body shop to final assembly, and low vertical integration is going to be a trend. High velocity in the development of technologies involved in the car make this last an irreversible fact (see Figure 1). To preven! line breakdowns effects in the really scarce case they go on, robots and other general purpose assembly devices will clamp and unclamp continuously to the \"non-stop line\" carrying the car, thus giving also great flexibility in self balancing the mixed model flow. This production model will involve a very low ratio of man power assembly hours per\u00a0car, deploying at the same time the possibility of one-unit lot, and also protection against\u00a0process obsolescence due to product changes, then optimising the contradictory poles of\u00a0mechanical integration, polyvalence and flexibility at a high automation rate (Figure 2). The auxiliary Iines, that feed the main Iine, will consist of synchronised cassettes of high\u00a0integrated sub-assemblies ( examples are the cockpit, seats, entire doors and roofs-Iaser\u00a0welded, wheels, exhaust-systems, frontals and backs, etc.). Looking at the entire doors\u00a0means \"painted and dressed\" . Given that getting identical painting when different batches\u00a0is a problem, local mini-painting cabs set in these auxiliary-Iines will perform Iot size = l.\u00a0This nT painting based on the real-time RAL monitoring of the main-line body paint result,\u00a0and the correspondent set-point in the mini-cab special devices for rapid post-painting\u00a0assembly of the dressing will be developed. The possibility of plastic reinforced \u00a0(SMC or\u00a0special thermoplastics) doors is difficult because Iot size of 1 is not practically achievable\u00a0today in mouldings. In the case of non-excessive complexity and required lay-out volume, sub assemblies\u00a0will be produced (and not only stored and handled) in these local front-end auxiliary Iines,\u00a0and will be run by selected suppliers. Looking at the Figure 3, type 1 and 2 of suppliers are\u00a0candidates to front-end local assembly, and specially for the type 2 could be the unique\u00a0strategy, giving that they are involved with subassemblies that have great capability of\u00a0future product differentiation, and then they are a part of the car maker' s know-how very\u00a0strict protection. On the other hand, and depending upon process complexity and space needed, Type 1\u00a0suppliers can be or not part of the integrated auxiliary Iines. Other important issue concerning\u00a0type 1 and 2 strategic suppliers is, from the car- maker's point ofview, the increasing\u00a0preference of medium-sized companies, agile, and with customised product or process\u00a0technology development capabilities and enough financia! supports. This is going to be a\u00a0significative change in the next years. Such a manufacturing model needs \"Design for logistics\" as a primary issue; one would\u00a0say that \"Iogistic strategy Ieads to manufacturing strategy\", and that the \"minimum transfer-\u00a0batch\" is the next objective for the \"current production batch\". And in \"Design for\u00a0logistics\", variants management is one ofthe keys. 2. THE \"COMP ACT\" - PLANT DESCRIPTION The new generation of car assembly plants are going to perform on-line configuration of\u00a0unitary lot-size, based on a product design prepared for modular local sub-assemblies. In\u00a0on-line modular configuration, product-design for achieving variants with as much single\u00a0items as possible is a strong issue. The customization by markets in one clear trend, and this leads to have more and nearer\u00a0sites for variants configuration. Huge multi-regional and single-model plants are going to\u00a0be changed by small local compact mixed-model facilities, serving distributors.\u00a0In order to go on with simplicity enough, variants generation has to be split: a) Toe final distributor will customize the car in tenns of for instance wheels, lighting options and software,\u00a0and in general not very voluminous sub-assemblies that can be easily and economically end-tenn assembled\u00a0and also shelved there by suppliers. b) Toe strategic suppliers of type 2 (see Figure 3) are not going to be integrated around the main line in the\u00a0\"compact\" plant, which is, not any other consideration set, more interesting for them. But they have to\u00a0carry on with modular development fit to the car-maker strategy, and in consequence, sorne scaleeconomy\u00a0is lost. Toe main line concept in the compact-plant is given esquematically in Figure 4. There, to save in space\u00a0with an increased area of sub-assembly operator, the lay-out is set in a way that auxiliary lines for on-line\u00a0configuration of sub-assemblies from modules, are nested in each sine and also present 3D material handling\u00a0capabilities. Toe main line gives electronic signals to the auxiliary lines for timed on-line synchronisation. In this\u00a0mixed-model lot-size=l main line, body construction flexibility is essential. Let's have a look at the management\u00a0of this point. A clear example in the Auto industry is the j ig system for the body frame construction so\u00a0called BIW; (\" body in white\" ). Making a versatile reconfigurable jig gives both flexibility\u00a0and polyvalence at the same time, and no so much investment with the condition of designing\u00a0appropriated model's frames ready to be welded along with the same adjustable jig. Another example of DFA for the auto industry is the flT supply of complete subassemblies\u00a0to the main line. Assembling by a robot the entire cockpit, transmissions, the\u00a0frontal panel, or seats are clear aspects of DFA applied after a tuned logistics and supplier\u00a0development strategy. If the frame jigs are prepared for mixed model main lines, you will\u00a0find not less difficult the subassembly feeding systems (cassettes, ramps, and so on) for\u00a0also different models. Main line tooling is general ly hard tooled-multi-welders or form fixtures, that will only\u00a0process a particular componen! or model. A good example of this is the framing operation\u00a0in the body construction process, where the main body sub-assemblies are put together to\u00a0form the body-in-white (BIW), or complete steel structure of or car. The framing station consists of a hard tooled multi-welder, and clamping configuration\u00a0and this operation provides the dimensional integrity of the BIW by giving the subassemblies\u00a0in the correct position by the minimum number of spots for this purpose. The\u00a0remaining spot welds are made by a series of robots after the framing station. The tooling\u00a0for the framing is very complex and it is considered that such tooling is unlikely to be truly\u00a0flexible. One way to achieve flexibility is to use robots in those areas that have historically been\u00a0limited to hard tooling and multi-welders, like framing. Robots provide great advantages\u00a0due to re- programmability, and suitability for a wide range of tasks from welding to part\u00a0handling, but many limitations exists for the use of robots. First physical limitations of\u00a0load capacity and speed, and second in terms of capacity given that robots can only produce\u00a0one spot weld at a time, compared to a multi-welder tha t can produce any number of\u00a0spot welds simultaneously. To address this problem more than one robot is generally used,\u00a0but when compared to the investment requirements for hard tooling this may be an unsuitable\u00a0option. One case is interesting to be reviewed; the body construction of Toyota. The assembly\u00a0line is a highly automated production system capable of producing a large number of car\u00a0models, with the ability to change model production without significative set-up. The development\u00a0of the system was based on a number of basic concepts such as measures to\u00a0improve body accuracy, measures to ensure flexibility, measures to enhance efficiency and\u00a0streamline production management, measures to simplify the preparatory operation and\u00a0reduce lead-time. Body accuracy is improved firstly by restricting the number of spots welds made on the\u00a0sub assemblies until they reached the final assembly line, where they were fixed with the\u00a0desired accuracy by applying sufficient welds. Secondly, through the use of a fixture \u00a0circulation\u00a0system, that moves fixtures through the assembly processes thus reducing the\u00a0stack up of tolerances of the sequential assembly processes, when components are moved\u00a0from one fixture to the next. To ensure flexibility only the circulating fixtures for the underbody,\u00a0bodysides, roof, and lower back were made model-dependent, and included onto\u00a0pallets that could carry them around. Hard automation was replaced with robots where\u00a0ever possible, and for improving efficiency the number of processes was minimised by\u00a0using a large number of robots in each process and by reducing the part handling processes. This also reduces the variation in the body accuracy by 50%, resulting in a great\u00a0improvement in quality.\u00a0To smooth a.m.a.p. load in the auxiliary lines, sequencing of cars are performed by an\u00a0algorithm such as the \"Goal-chasing\" method giving, in a time-window frame, the most\u00a0convenient order in which the cars lot size 1 are going to be assembled with the most regular\u00a0comsuption of sub-assemblies along the auxiliary-lines. The manufacturing strategy in the auxiliary-lines is lead by flexibility and time for preassemblies.\u00a0Assuming lot - size = 1, in the worst condition, the time for changeover plus\u00a0the time for pre-assembling one code has to be less than the time between two consecutive\u00a0cars. Of course, configuration in these areas is going to be of just \"one-level\" of operation,\u00a0assuming also just \"one-level\" assembly operation in these areas, conforming it in \u00a0\"onestroke\"\u00a0from the shelves. \"Pater-noster\" alike material handling systems are in the middle\u00a0ofthe area. In reference to the Figure 2, once flexibility and velocity have been assured in a compact\u00a0space, the trade off between polivalence and the degree of automation decides the \u00a0final\u00a0shape of the line. The transfer between the main and auxiliary lines is given by clamping and unclamping\u00a0stations in which the cassettes are pushed in leve! 1 (lower) until consumption, and removed\u00a0from leve( 2 (upper) when exhausted from the main line. The stations will have a general\u00a0purpose six or more d.o.f. robots and also more specific assembly devices. 3. THE COST-MODEL FOR VARIANTS MANAGEMENT Variants strategy is defined in the chapter two of this paper. The striking force is local configuration\u00a0of modules in compact-plants, given the future regional customization of cars. But sorne kind of contrast is necessary to be done in order not to remove previous defined\u00a0strategy, but to adjust it in terms of the number of variants offered in a given market and to\u00a0orientate and push direct and indirect cost reduction. A suitable way to do that is structuring the variants in terms of their nature and quantity\u00a0and distribute them by appropriated cost-drivers. Variants can be structured as follows: Type O: Body ( e.g. solar roof) Type 1: Engines Type 2: Transmissions Type 3: Interiors Type 4: Specific package options Type 5: Colours Type 6: Wheels Type 7: Lighting Type 8: Software Cost drivers have to be simulated for each one of these types, and for the following concepts,\u00a0in an appropriated matrix. - Direct manufacturing costs \u2022 Changeovers \u2022 Moulds, dies, fixtures and j igs \u2022 Automation inhibition \u2022 Scrap \u2022 Purchasing prices (higher by\u00a0less volume) - Product and process engineering\u00a0overheads \u2022 I+D product evaluation \u2022 Product and process maintenance\u00a0efforts \u2022 EDP - Transportation \u2022\u00a0ong haul \u2022\u00a0hort haul - Asset Investments \u2022 Machinery \u2022 Handling devices \u2022 EDP The trade-off is given by Figure 5, and Figure 6 is a simple matrix performable in an\u00a0electronic-sheet to simulate different altematives. The modular concept of product is the\u00a0response to increase variants changing the shape of the total complexity cost curve in the\u00a0Figure 6. 4. CONCLUSIONS Variants management will play a key role facilitating the manufacturing strategy of the\u00a0car-maker, forced to fight with regional differences, very short delivery times, short life\u00a0cycles and a furious competence in prices. Two levels of strategic suppliers have to be\u00a0managed and distributor's role in car customization set up in arder to create the \"local\u00a0compact plant\" in which lot size of one is performed. Casting variants is the way to precise\u00a0and adjust local product offer as well as simultaneously push direct and indirect cost\u00a0reduction. 5. BIOGRAPHY Prof. Dr. Javier Borda Elejabarrieta has been working as plant Engineer and Production\u00a0Manager staff for 1 O years, and from 1984 he is the managing director and C.E. O. of SISTEPLANT,\u00a0S.A., a Spanish 50 people industrial engineering company, sited in the Basque\u00a0Country and shared by the IBV Group, involved in entire subassemblies design and manufacture\u00a0for the aerospace and automotive industry. He read in 1989 the Doctoral Mechanical\u00a0Engineering dissertation on \"CIM for plastic injection workshops\". He is also Professor\u00a0of Production and Engineering Management in the University of Deusto, Bilbao, and the\u00a0author of severa! internation al papers and two books titled: \"Advanced Maintenance Techniques\"\u00a0(1990) and \"Vibrations Technology in Predictive Maintenance\" (1998). He has\u00a0become recently an IFIP WG 5.7 member.[:]","og_url":"https:\/\/sisteplant.com\/en\/articulos_y_libros\/variants-management-and-extended-enterprise-models-for-the-car-makers-factory-of-the-future\/","og_site_name":"Sisteplant. 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