Mercedes-Benz swaps robots for people on its assembly lines
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Mercedes-Benz swaps robots for people on its assembly lines
Bucking modern manufacturing trends, Mercedes-Benz has been forced to trade in some of its assembly line robots for more capable humans.
The robots cannot handle the pace of change and the complexity of the key customisation options available for the company’s S-Class saloon at the 101-year-old Sindelfingen plant, which produces 400, 000 vehicles a year from 1,500 tons of steel a day.
The dizzying number of options for the cars – from heated or cooled cup holders, various wheels, carbon-fibre trims and decals, and even four types of caps for tire valves – demand adaptability and flexibility, two traits where humans currently outperform robots.
Markus Schaefer, Mercedes-Benz’ head of production told Bloomberg: “Robots can’t deal with the degree of individualisation and the many variants that we have today. We’re saving money and safeguarding our future by employing more people.”
The automotive industry is the largest user of industrial robots, according to the International Federation of Robotics (IFR), accounting for nearly 100,000 units shipped in 2014. The total number of industrial robots in operation worldwide was 1.5m in 2014, while the IFR expects 1.3m more to come online in the next two years.
But with increasing competition for consumers’ money in the luxury market, customisation has become key. At the same time, the rate at which models, technology and options change has increased as car makers have diversified their offerings.
Skilled humans can change a production line in a weekend, where robots take weeks to reprogram and realign.
‘People taking a bigger part’
Schaefer said: “We’re moving away from trying to maximise automation with people taking a bigger part in industrial processes again. We need to be flexible. The variety is too much to take on for the machines. They can’t work with all the different options and keep pace with changes.”
Schaefer seeks to reduce the time taken to produce a car from 2005’s standard of 61 hours to just 30. To do so, Mercedes is shifting to what it calls “robot farming” - equipping workers with an array of smaller, lighter machines. Traditionally robots would operate behind safety fences in isolation from human workers.
The change will mean smaller, more flexible systems that work side-by-side with humans will replace some of the large traditional robotic machines, including in the production of the new Mercedes E-Class. A human or a lightweight machine will replace two fixed robots for the alignment of the car’s new heads-up display, which projects speed and directions on to the windshield.
Mercedes, the second-largest manufacturer of luxury cars, is not alone in this shift to more flexible systems. German competitors BMW and Audi are also testing robots equipped with sensors and intelligence that are safe enough to work alongside humans.
Even in Japan, the world’s leaders in industrial robotics, Toyota has begun similar processes, replacing robots with humans to counter-intuitively increase efficiency and reduce waste.
The key is to maintain the qualities of robotics, consistency and reliability, while gaining an edge to be quicker to change as the automotive industry adapts to new technology. Traditional car manufacturers are increasingly coming under pressure from companies such as Tesla, born of the fast-paced technology industry.
Where a smartphone can be conceived, developed and put on sale within 18 months, a traditional car typically takes seven years to hit production. At the same time models have proliferated, customisation has become the key and mass-production simply isn’t good enough.
To keep pace Mercedes will produce an additional 30 models by the end of the decade, with 10 new styles and more and more options from car fragrances to custom lighting.
The robots cannot handle the pace of change and the complexity of the key customisation options available for the company’s S-Class saloon at the 101-year-old Sindelfingen plant, which produces 400, 000 vehicles a year from 1,500 tons of steel a day.
The dizzying number of options for the cars – from heated or cooled cup holders, various wheels, carbon-fibre trims and decals, and even four types of caps for tire valves – demand adaptability and flexibility, two traits where humans currently outperform robots.
Markus Schaefer, Mercedes-Benz’ head of production told Bloomberg: “Robots can’t deal with the degree of individualisation and the many variants that we have today. We’re saving money and safeguarding our future by employing more people.”
The automotive industry is the largest user of industrial robots, according to the International Federation of Robotics (IFR), accounting for nearly 100,000 units shipped in 2014. The total number of industrial robots in operation worldwide was 1.5m in 2014, while the IFR expects 1.3m more to come online in the next two years.
But with increasing competition for consumers’ money in the luxury market, customisation has become key. At the same time, the rate at which models, technology and options change has increased as car makers have diversified their offerings.
Skilled humans can change a production line in a weekend, where robots take weeks to reprogram and realign.
‘People taking a bigger part’
Schaefer said: “We’re moving away from trying to maximise automation with people taking a bigger part in industrial processes again. We need to be flexible. The variety is too much to take on for the machines. They can’t work with all the different options and keep pace with changes.”
Schaefer seeks to reduce the time taken to produce a car from 2005’s standard of 61 hours to just 30. To do so, Mercedes is shifting to what it calls “robot farming” - equipping workers with an array of smaller, lighter machines. Traditionally robots would operate behind safety fences in isolation from human workers.
The change will mean smaller, more flexible systems that work side-by-side with humans will replace some of the large traditional robotic machines, including in the production of the new Mercedes E-Class. A human or a lightweight machine will replace two fixed robots for the alignment of the car’s new heads-up display, which projects speed and directions on to the windshield.
Mercedes, the second-largest manufacturer of luxury cars, is not alone in this shift to more flexible systems. German competitors BMW and Audi are also testing robots equipped with sensors and intelligence that are safe enough to work alongside humans.
Even in Japan, the world’s leaders in industrial robotics, Toyota has begun similar processes, replacing robots with humans to counter-intuitively increase efficiency and reduce waste.
The key is to maintain the qualities of robotics, consistency and reliability, while gaining an edge to be quicker to change as the automotive industry adapts to new technology. Traditional car manufacturers are increasingly coming under pressure from companies such as Tesla, born of the fast-paced technology industry.
Where a smartphone can be conceived, developed and put on sale within 18 months, a traditional car typically takes seven years to hit production. At the same time models have proliferated, customisation has become the key and mass-production simply isn’t good enough.
To keep pace Mercedes will produce an additional 30 models by the end of the decade, with 10 new styles and more and more options from car fragrances to custom lighting.
I wonder how this will affect reliability and build quality, people are more inclined to make mistakes than robots.
#2
However, I will take a car built by skilled crafts people over one build by robots any day. Robots are better suited to do certain tasks, but for the most part they can't replicate what a true artist can do.
#3
Lexus Fanatic
It should also be taken into consideration that robots, unlike people, are programmed to do the same thing, over and over, without being able to notice if there is a pattern of problems developing. A human worker can either stop the assembly line, or call the shift-supervisor, point out a potential problem, and let the supervisor make the decision. A robot will simply do the same mistake over and over.
As I just pointed out, people are also more likely to CATCH mistakes.
Originally Posted by doge
I wonder how this will affect reliability and build quality, people are more inclined to make mistakes than robots.
Last edited by mmarshall; 02-29-16 at 05:23 PM.
#5
Lexus Champion
Real people can do great work, if they are motivated and are proud of the work they do. Employers can motivate them not just with money, but with respect; if the employer respects its employees and the work that they are capable of doing, and allows them to do it without too much micro-management, the employees become proud of what they do; and they can do great work.
In other words, if employees are treated as people and not as robots, they can do great work.
In other words, if employees are treated as people and not as robots, they can do great work.
#6
Real people can do great work, if they are motivated and are proud of the work they do. Employers can motivate them not just with money, but with respect; if the employer respects its employees and the work that they are capable of doing, and allows them to do it without too much micro-management, the employees become proud of what they do; and they can do great work.
In other words, if employees are treated as people and not as robots, they can do great work.
In other words, if employees are treated as people and not as robots, they can do great work.
#7
Presently, humans are certainly better than robots at customizations, but that's why Benz no longer has the top reliability that it had in the 1960's and 1970's.
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#8
Lead Lap
Uh...I think that's a very far reach to blame modern reliability ratings solely on robots. Also I would've loved if we'd measure reliability back then in the same way we do now.
#9
Lexus Fanatic
No. Reliability went downhill because when Lexus debuted in the early 1990s, Mercedes couldn't compete at that price level, and, to compensate, their management decided to use less-expensive materials in the design and construction of their vehicles. It helped keep M-B as a viable competitor, but also resulted in a sharp lowering of M-B quality and reliability.
#10
No. Reliability went downhill because when Lexus debuted in the early 1990s, Mercedes couldn't compete at that price level, and, to compensate, their management decided to use less-expensive materials in the design and construction of their vehicles. It helped keep M-B as a viable competitor, but also resulted in a sharp lowering of M-B quality and reliability.
There is also the idea that the Benzes are engineered to "fatigue" at a certain point in time.
For example, Boeing aircraft are engineered for something like 130,000 flying hours, after which the planes are sold to second or third world nations like Cambodia, or Laos etc, in preparation for pre-calculated fatigue fractures developing especially around the stressful wing area.
Also humans are not as good as robots at certain tasks.
In the 1980's, Japanese reliability hit the forefront thanks largely to robotics and modern production facilities.
.
Last edited by peteharvey; 03-01-16 at 01:08 PM.
#11
Lexus Fanatic
iTrader: (20)
while mercedes may have brought in people to handle the current logistical complexity in building custom cars, it's only a short reprieve for human workers before the robot engineers get the systems in place to build any level of customization way more efficiently than humans.
#12
Lexus Fanatic
There is some truth to that, but don't forget that Japanese culture itself is different from ours......with a far stronger work ethic that typically seen in North America or Europe. In Japan, work is considered a privilege, and those who have jobs in automotive plants bust themselves day and night to produce good products and serve their companies. The companies, in turn, also usually take care of them.....everything is not driven by short-term profits like it was here in America for so long before the buyouts.
#13
Lexus Test Driver
Very possible.
There is also the idea that the Benzes are engineered to "fatigue" at a certain point in time.
For example, Boeing aircraft are engineered for something like 130,000 flying hours, after which the planes are sold to second or third world nations like Cambodia, or Laos etc, in preparation for pre-calculated fatigue fractures developing especially around the stressful wing area.
Also humans are not as good as robots at certain tasks.
In the 1980's, Japanese reliability hit the forefront thanks largely to robotics and modern production facilities.
.
There is also the idea that the Benzes are engineered to "fatigue" at a certain point in time.
For example, Boeing aircraft are engineered for something like 130,000 flying hours, after which the planes are sold to second or third world nations like Cambodia, or Laos etc, in preparation for pre-calculated fatigue fractures developing especially around the stressful wing area.
Also humans are not as good as robots at certain tasks.
In the 1980's, Japanese reliability hit the forefront thanks largely to robotics and modern production facilities.
.
#14
Lead Lap
same goes for BMW and Audi. avg Benz seems to have a lifespan of about ten years now. BMW? 7 years. audi? 5. and when they go they really go. they fade away pretty fast. think about it.. whens the last time you saw a an Audi A8 from the 90s? or a 7-series from the late 80s on the road?
#15
Pole Position
It should also be taken into consideration that robots, unlike people, are programmed to do the same thing, over and over, without being able to notice if there is a pattern of problems developing. A human worker can either stop the assembly line, or call the shift-supervisor, point out a potential problem, and let the supervisor make the decision. A robot will simply do the same mistake over and over.
As I just pointed out, people are also more likely to CATCH mistakes.
As I just pointed out, people are also more likely to CATCH mistakes.
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