In the scheme in Fig.6.7, the operative planning process applied to production and commercial delivery is summarized, distinguishing executive phases from those of setting and checking, necessary to set resources for adjusting ongoing programs.
Examining the phases shown above, it is evident that a core coordination is made through the Supply Chain, connecting dealers with final assembly plants to assure the necessary information flow for managing delivery priorities for customers.
For shop floor scheduling, the methodological criteria shown in Chap. 3 (machine/equipment loading evaluation) andChap. 4 (workload assignment) are applied.
Referring to Vehicle Final Assembly Plants, in the following section, we will describe information technology systems applied for the management of produc- tion flows.
productive capacity availability, management of industrial constraints, supply management and planning through MRP systems and inventory management of final products, in the plant and the market network. This information is normally processed on a monthly basis, consistent with OP rolling technique.
• Peripheral Level: process information necessary in each productive unit for managing working loads and production flows, and in each market area for managing delivery flows; data collection and elaboration is related to detailed planning of production (scheduling), daily and weekly line supply, daily and weekly dispatching of final and intermediate products (dispatching), as well as planning for delivery of final product to the dealers network. For this purpose, systems are used for data collecting, processing and sending in real time or daily frequency.
The above information technology systems also allow for the automatic gen- eration of a monthly report on the effectiveness of company logistic processes, according to parameters that will be described inSect. 6.7.
Applying simulation models developed on the spot, it is possible to verify program feasibility quickly, searching for the best solutions for adjusting pro- grams, according to temporal and industrial constraints. Proceeding this way, it is possible to speed up OP processing, according to the monthly rolling system.
Parameters to be considered in the development of software and hardware architecture are:
• complexity of product catalogues and correlation withPDM(products grid);
• complexity of final product in regard to subassemblies and modules (BOM).
• localization of plants and relative web network connection points;
• localization of delivery points and relative web network connection points;
• lead timesfor each of the logistic process phases that influence the lead time of order evasion;
• setting of production flow and controlling points, for each plant;
• criteria adopted for management of productive capacity constraints;
• criteria adopted for management of anticipations and delays in delivery;
• link to company economic and financial control.
Let us now examine some aspects related to information technology systems applied to the production process, with reference to body assembly, and paint and vehicle final assembly. The following chart shows, as an example, the main sta- tions for flow setting and information diffusion to assure conformity of vehicle versions in relation to specific orders.
Flows related to space frames and body settings (operative pace and mix sequence) start from the insertion of main space frame subassemblies (station A), with body framing stations flexible enough for a mix of body versions to be produced.
Orders characterizing specific configurations of vehicles are associated with the bodies (and consequently with the serial number printed on the space frame), immediately before the bodies are introduced into the painting process, normally
organized by mini-batches for each color (station B), starting from selectivebody in whitestock, sized on the spot and normally covering one hour of production Fig.6.8.
Vehicle final assembly flow setting is led through selective stocks of painted bodies, also sized at a minimum level (station C), after having checked availability of main components (main mechanical groups and other components and subas- semblies to be matched on the assembly line at different stages of assembly).
Vehicles, during final assembly, have ‘‘specific cards’’, elaborated through the information technology system and specifying order requirements.
Finally, stations that determine flow setting and controlling are:
• space frame setting (A station)
• body framing
• body in white inventory
• external color setting (B station)
• painted bodies selective inventory
• diffusion to General Assembly for synchronous introduction of bodies and main mechanical groups to decking (C station)
• synchronous feeding of main body subassemblies to main assembly line
• end of line
• qualitative buy off, after functional test and sales line
BODY IN WHITE PAINTING
CALLS FROM MAIN FLOW TO SUPPLIERS BY PART
NUMBER/QUANTITY
SYNCHRONOUS CALLS TO EXTERNAL SUPPLIERS, BY PART NUMBER/QUANTITY/ASSEMBLING
SEQUENCE General Assembly Line 1
General Assembly Line 2
General Assembly Line 3
A B
C
J I T
painted body stock body in white
selective stock spaceframe’s
internal flows setting
Physical flow Information flow KEYS
Fig. 6.8 Information technology system general assembly data setting and diffusion
• vehicle assigning and dispatching.
According to modern techniques, the above-mentioned systems for flow setting and controlling use:
• automatic devices for products and component ‘‘on process’’ identification (bar code systems, capacitive memory devices…);
• wireless systems for easy diffusion of information in real time to the different working stations for controlling and dispatching;
• monitoring networks interfaced with PLC and Numeric Control, which control machinery and equipment.
Similar systems are also used for engine, transmission and suspension assem- bly, because they present a high level of complexity, even if not directly connected to the final customer orders.
It is important to consider that the above IT systems allow for detecting and storing information related to supply batches and the manufacturing period, specifically for elements critical for safety(Traceability).Every supplied batch and every temporal phase during the assembly process subject to traceability obligation is assigned to the relative space frame serial number on each vehicle or engine, so that it is possible to trace specific responsibilities in case of problems. Whenever it becomes necessary to intervene on commercialized vehicles, through recall campaigns, the traceability database allows for focalizing interventions at point of occurrence, minimizing the total number and their consequent costs as much as possible.