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- Birth of the Module Transfer Line (Story)
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| Birth of the Module Transfer Line |
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Popularity of motorcycles began to take off in 1978 even among middle age males, increasing the size of the overall market. In fact, a full-scale motorcycle boom was underway, including larger models as well as the aforemention-ed family-bike segment. In February 1978, Honda installed a machining line incorporating the new module machines at Saitama Factory's Wako Plant, with the objective of processing engine heads and casings for its larger motorcycles. Then, in February and August 1979, module machines were introduced as independent units at the Kumamoto and Hamamatsu factories, respectively. EG was then engaged in an effort to reduce the investment required for ganged heads. In order to reduce their cost for use in the new mass-production machine, various methods were examined from every perspective, including the possibility of changing the entire approach to production. Consequently, several cost-reduction measures were implemented, including the adoption of modular designs for various standard parts, new processing methods, and more effective subcontracting and purchasing with regard to parts. The 50 cc Tact scooter made its market debut in September 1980. It was then that the scooter market, which had been largely dominated by import models, became a battleground for domestic manufacturers. In short, a boom in scooters had been triggered by the stylish little Honda. The development team at EG was at the time busy with a project to enhance the operating efficiency of the module machine. Their goal was to make it a comprehensive processing station by designing a new jig base on which to set the workpiece. Additionally, they were developing a device that could change the ganged heads automatically. In fact, their innovative jig-base concept not only allowed the workpiece to be installed or removed amid processing, but also provided a 180-degree rotating mechanism that would allow the work to be processed on both sides. Thus, the module machine became a full-fledged production facility with setting adjustments capable of handling production volumes ranging between 10,000 and 40,000 units per month, per model. The automatic ganged-head changeover device was designed for enhanced efficiency in mixed production. Located directly above the base machine, the space-saving system could change the upper and/or lower ganged heads using a lift mechanism. Further, it allowed automat-ic head changes among eight units, even in the middle of a cycle. The use of an additional transfer device made it possible to replace the ganged heads with units stored outside the machine itself. The module machine's productivity and flexibility were further improved with the installation of a high-speed palette transfer device on the jig base. With that, the module transfer system was complete. In comparison with conventional transfer machines designed for high-volume production, Honda's new system was far more flexible in production. In fact, it accommodated processing for up to four different models on each machine. The Tact scooter was succeeded by the Karen in February 1981, concurrent with the U.S. market debut of several larger models from Japanese manufacturers. Then, in November of that year, EG began operating its new module transfer line for engine heads and casings at Hamamatsu Factory, with the goal of increasing the production of Honda's larger, U.S.-bound models in time for the Christmas season. Eight new lines went into operation during the following year despite the fact that Honda, from 1979 to 1983, was busy battling Yamaha for market dominance. The module transfer lines, however, did more than answer an urgent call for multiple models in order to fight back the competition. They continued to drive the company after that period, bringing new flexibility to automobile production. The new module transfer lines changed Honda's entire production approach, allowing it to process motorcycle engines for multiple models-each of which was based on a completely different design-with the same efficiency afforded by advanced lines of automation. No longer was it necessary to install a new line each time a new model was launched. The factory was now able to examine the available capacity of existing lines and adjust its lines to accommodate a new model. Accordingly, these new lines could alternate in the production of new models, thus optimizing the balance of processing throughout the plant. It had also become possible to configure a specific line suitable to the characteristics of target parts, such as the engine block and cylinder head, by combining the desired components with the module machine's main units. Since the components comprising the line were standardized, the main units could be ordered to begin constructing the line before detailed specifications were determined for the new model. Design and production of the model-specific portions of the machines, such as the ganged heads and jig bases, could start after the final drawings were issued by the R&D Center, with ample time left for any necessary adjustments. Accordingly, when introducing a new model to an existing line at the factory, a trial line could be set up at the EG facility in order to verify its manufacturing feasibility. This could be done while development was still in the mass-production prototype stage, using the completed-ganged heads and jig bases. The entire process minimized the facility investment and startup costs associated with new models, facilitating smooth mass production and reduced lead times. These advantages represented significant benefits for the preproduction process. It was also possible for the factory to configure a transfer line according to the specified volume of production, by using a quarter-line (suitable to 10,000 units per month), a half-line (20,000 units per month), or full line (40,000 units per month). The full line, for example, would accommodate the mixed production of four different products, while a half-line could handle two products. Moreover, each of these lines could easily handle various production volumes within its specification range. This made it possible to maintain a high rate of operation for each line. The module transfer line brought forth new possibilities in mass production, shifting the focus to flexible use of lines. It was a breakthrough duly recognized by the Japan Society for Precision Engineering, which in October 1983 honored the development team with its Precision Machinery Award. Honda's new module machines, which had originally been created as a means of facilitating multiple-model parts production for motorcycles, had thus evolved to encompass the modular engine parts used in automobiles. When the module machine was first developed, no one had imagined that so many different types of automobile engines would be available. Thus, over the years, the design of module transfer lines has undergone continuous enhancements as part of an effort by both motorcycle and automobile production factories to achieve more stable operations. It was through this diligence that the design became the complete system it is today. |
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