The idea of the factory of the future – that the way things are currently produced can be improved through process and technology – is far from new. Thanks, however, to rapid advances in digital and electronic technology, consultancies, technology giants, suppliers and vehicle manufacturers all now see the factory of the future as a very real aspect of their business strategy.
As automation increases, the Utopian (dystopian?) notion that a vast factory of robots could be overseen by one or two human operatives is now a very real one. Dig a little deeper, however, and it becomes clear that humans have no need to fear for their jobs – the factory of the future may theoretically be possible, but the products that consumers the world over desire still require more than a little of that human touch.
Vehicle manufacturing concepts are changing, and as such, it’s an exciting time to be making robots. That’s the conclusion of Maurizio Cremonini, Head of Marketing at robotics manufacturer Comau. Trends that will come to define the vehicle factory of the future, such as human-robot collaboration and connected manufacturing, have already received plenty of attention from OEMs and suppliers. But according to Cremonini, this is only the beginning, and suppliers like Comau will need to move carefully.
Defining human-robot collaboration isn’t easy, because within the automotive industry, we have always clearly separated where robots and machines work from areas where human workers operate
Human-robot collaboration is a case in point. “We began to look at the potential for this a year ago, to see what technology can support the concept, which is at a very early stage,” he says. “Every day we see new developments, new applications and new interpretations of the human-robot collaboration concept.”
At this early stage, it’s worth questioning whether human-robot collaboration is simply a stepping stone on the path to total automation, or a long-term solution. As a supplier of robots, Cremonini is unsurprisingly in no doubt that the automated factory is possible; for OEMs, however, it is more a question of whether such as concept is even desirable.
“From a purely conceptual standpoint, I think everything can be done with robots,” he asserts. “We see so many incredible applications today, from nano-robots to the biggest robots capable of moving a complete car. If we’re talking about accuracy and precision, these could be done by a robot, but I think human control and intervention is always going to be absolutely mandatory when it comes to the most critical tasks. So whilst there will be more work between humans and robots in future, I don’t think the automotive industry can get rid of human beings.” The goal is not to replace workers for robots, and thus cut costs for OEMs, but rather to make the work safer and lighter for human factory workers.
Whilst there will be more work between humans and robots in future, I don’t think the automotive industry can get rid of human beings
In fact, he suggests, human-robot collaboration may lead to some jobs within automotive manufacturing being ‘re-possessed’ by workers. Comau is forecasting a future where humans and robots will collaborate in sectors that are completely automated today. Some tasks, suggests Cremonini, could be done more efficiently with human involvement, particularly where high levels of accuracy, precision and attention to detail are required.
But it will take time before the real potential becomes clear, and specific applications for human-robot collaboration are defined. Again, Cremonini stresses the need to carefully assess the concept of human-robot collaboration and its purpose. “Defining human-robot collaboration isn’t easy,” he explains, “because within the automotive industry, we have always clearly separated where robots and machines work from areas where human workers operate.” Machines in the latter area, he says, are no more than tools – very sophisticated tools, but managed completely by a human.
“What we are doing today is sorting final assembly tasks into segments and sub-segments, and measuring every task that can be supported or improved through human-robot collaboration,” he continues. “The reason we’re working so precisely and methodically is we are not sure that collaboration solutions and associated technology can be applied immediately.” Introducing the technology might require modifications to other parts of the manufacturing process, or the way the car is built in the body shop before it arrives in the final assembly area. Equally, there may be opportunities for collaboration technology to perform multiple tasks at once, lending it added value. It will be important for suppliers and OEMs to identify these requirements and opportunities.
Finishing touches
These new applications are most likely to be found in the final assembly area, where many of the required tasks can be delicate and tricky. “Having robots work together with human beings will not imply any kind of reduction in the accuracy and care that human beings give,” says Cremonini. “There are areas where you have workers suffering from fatigue due to heavy lifting, or ergonomic positioning, and human-robot collaboration can improve that. We think this is one of the main drivers supporting the concept of collaboration.”
Basic applications could include mounting batteries and other heavy components. As the technology advances, and robots learn to work at a speed compatible with humans, they could begin to collaborate on trickier tasks requiring precision. For example, says Cremonini, a robot arm could work inside a car to move a dashboard whilst a worker applies screws, or fixes problems in the dashboard installation. Seat installation is another possibility.
The factory of the future – now
Some examples of human-robot collaboration are already in operation. At Audi’s Ingolstadt facility, which produces the A4, A5 and Q5, workers are handed parts by a robotic ‘Part4you’ arm equipped with sensors that can identify the right part in a box. At Ford’s plant in Cologne, a robotic arm can lift shock absorbers with ease, allowing the worker to fit faster and more safely. Meanwhile, robotics supplier Dürr has developed a collaboration cell for gluing components to the vehicle body, whilst Kuka has worked with Mercedes-Benz on machines that can assist workers with tiring overhead work.
But safety remains a significant barrier. Making industrial robots safe for human workers to be around is no mean feat, and without the correct combination of sensor technology the risk of a heavy, fast-moving robot hitting a worker is high. There are numerous options, including laser scanners, which monitor the area around the cell, proximity sensors that can monitor the area directly around the robot, and then touch and force sensors so that, in the case of contact, the machine knows it needs to stop moving.
“The approach will not be to provide each of these every time,” says Cremonini, “but they will be options each time we face a new application, a new environment, or a new kind of interaction between human beings and robots. If humans are working with a robot, you cannot really avoid a situation in which the human worker could interfere in the robot’s action area.”
If humans are working with a robot, you cannot really avoid a situation in which the human worker could interfere in the robot’s action area
Elsewhere in the factory
Beyond human-robot collaboration, Comau is look at other developments. A big part of what drives innovation in the field of robotics and manufacturing is helping OEMs and suppliers to work more efficiently and productively with the space they have, both in greenfield and in brownfield situations. New ideas are now beginning to take a more definite shape. In late 2015, Groupe PSA (formerly PSA Peugeot Citroen) unveiled its own thoughts on how automotive manufacturing plants may evolve over the long-term. Among the numerous, radical suggestions set out by the OEM was the idea of an entirely flexible plant, in which no robots are fixed to the ground, and manufacturers are free to configure production lines as they wish.
So how realistic is the prospect of an automotive plant with no fixed robots? For Comau, says Cremonini, it’s becoming more likely by the day. The company has been developing concepts around moveable cells for years. These will allow manufacturers to adapt a manufacturing process to the floor space available.
The idea can be taken even further. Some newcomers, says Cremonini, are considering the idea of a moveable factory, which would allow them to produce cars in one area before dismantling the system and moving to another area, whether to meet excess demand in different markets, or to take advantage of manufacturing conditions.
“This might sound very strange if you consider traditional car manufacturing, which involves a variety of welding activities, and harmonises numerous tasks,” admits Cremonini. “But if you look at the new products on the market, such as very small electric cars, these are basically modular concepts using pieces of steel, welded or mounted together, and here we think the concept becomes feasible.”
One concept from Comau involves the use of robots that can be hung from cell ceilings, as opposed to factory ceilings. If necessary, the cell can then be moved. Then, instead of using conveyor belts, vehicles under construction can be moved from one production station to another using automated guided vehicles (AGVs). This allows for even space-productivity optimisation. “We suspect this will become feasible,” says Cremonini, “and maybe in the future we will see some specific examples.”
Further predictions from Comau include the integration of small AGVs and small robots, particularly in manufacturing logistics. “Perhaps in the future,” suggests Cremonini, “we will have small robots mounted on AGVs which can travel to a depot, pick pieces and drop them into trailers which can then serve the line.” These developments will depend on the power, cost and availability of batteries, and the autonomous capabilities of AGVs, but with batteries becoming lighter and smaller, everything appears to be moving in the right direction, says Cremonini.
Finally, controls architecture is also likely to simplify. A modern day welding line uses multiple programmable logic controllers (PLC), and each robot has a single control. In the future, Cremonini says, PLC suppliers such as Rockwell, Siemens and Schneider will work together with controls provided by robot producers, thus integrating electronic control of the robots. Currently, each robot producer designs within its own architecture and operating system, with its own proprietary electronics and software.
“Every time you have to integrate a robot into the welding line, you end up with at least three levels of control,” he says. “You get one big brain controlling the line, another controlling the station, and then one for each robot.” A single PLC, he concludes, would mean being able to work with a number of robots with the same software and interface. A more streamlined system would lead to fewer errors, and allow workers to make more efficient use of their time.
This article appeared in the Q3 2016 issue of Automotive Megatrends Magazine. Follow this link to download the full issue.
