No matter where or how it’s applied, the ultimate goal of flexible manufacturing is always the same: Greater responsiveness to customer demands, in addition to reduced changeover time and quicker time to market. But, exactly how much equipment reconfiguring and reuse can be done, and how much it costs, is subject to debate. Manufacturing engineers must address several myths and misperceptions that surround flexibility.
Many assembly lines are currently running much slower than this time last year. As a result, there’s a lot more idle time on plant floors these days. Keeping employees busy is crucial to keep workplace morale and productivity high.
Whether it’s the differential for an automotive drivetrain or the precision gearbox for a windmill, all the functional characteristics of a gear assembly can be tested in one form or another. New technology can determine if an assembly is acceptable before it leaves the production line.
At the recent North American International Auto Show in Detroit, Chrysler, Ford, General Motors, Toyota and other automakers unveiled a wide variety of all-electric vehicles that they hope to have on the market in just a few years. However, the auto industry may remain dominated by cars powered by traditional internal-combustion engines (ICEs) for several more decades.
Light-curing adhesives increase productivity by reducing the time spent handling parts. Next month, ASSEMBLY magazine will host its first webcast of the year, when Kyle Rhodes and Virginia Read of
Ergonomic guidelines have always been important. However, they are even more critical now because of the changing demographics of the work force. For instance, today’s assembly line workers are often older and more diverse than in the past.
Numerous ergonomic guidelines exist. Unfortunately, they are not always followed correctly on the plant floor. Some manufacturers are indifferent to guidelines because of a lack of understanding, cost-cutting pressure or lean manufacturing initiatives.
Automakers have been pouring billions of dollars into developing fuel cell technology. But, it will be at least another decade before they begin mass production.
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Whether it’s the differential for an automotive drivetrain or the precision gearbox for a windmill, all the functional characteristics of a gear assembly can be tested in one form or another. New technology can determine if an assembly is acceptable before it leaves the production line.