step, the cases go to storage. While the transmissions are all essentially similar, there are variations that are specific to the model vehicle for which a transmission is destined (a front-drive version for Sonata, Elantra and Optima; a rear- drive version for Sorento; different gear ratios, etc.). When a transmission case is needed it is sent through a washing process to eliminate any leftover chips and other debris. It then is transported to the assembly area. The cases and the torque converter housings meet up here after the internal components (gear sets, valves, etc.) have been inserted into the castings. Te completed transmissions are subjected to a full-load
test and then head to storage until their numbers are called through the Just-In-Sequence system. When Kia gives the signal, automation pulls the proper gearbox out of storage and sends it through a tunnel to the Mobis facility, another HMG enterprise on the Georgia campus, where it is mated with an engine and then inserted in a vehicle. Te combined unit then moves to the Kia assembly plant for the remainder of the as- sembly process.
Dual-Use Dunnage Using the JIT delivery method, gearboxes intended for the
Hyundai plant are also automatically drawn from storage by a robot that delivers them to a dock where a forkliſt loads them on a truck. “We use a common pallet with Hyundai,” Lucas said.
“Aſter we unload the engine pallets they ship us, we put transmissions on the pallets and they are shipped back out.” Te doubling up on using the dunnage saves time, money and space. Tere is little need to store engine pallets waiting to go back to Hyundai or for Hyundai to store transmis- sion pallets waiting to go back to Powertech. Efficiency is something Powertech America takes pride in. “We run automated and highly efficient production lines to be able to meet the demand from our customers,” Lucas said. “In our machining operations, for instance, there is no one who touches a [transmission case] from the beginning to the end until inspection. Assembly processes are ergonomically set up with automation to give more time for our team members to focus on their individual duties. Tis allows each member to focus on delivering the highest quality product through a safe and manageable process.” Powertech America opened in May 2010 with one shiſt and
two months later added a second. Te operation was designed for a capacity of 500,000 units annually on two shiſts, but that’s not enough given the demand for Hyundai and Kia vehicles. Each shiſt initially worked 10 hours a day. As noted, a third shiſt was added late in 2012. Lucas estimated that transmission production in 2013 will grow to 670,000, but demand for ve- hicles produced by the two assembly plant will still necessitate the importation of nearly 100,000 transmissions from Korea
to meet expected vehicle sales of 770,000. Tat volume is split almost evenly between Kia and Hyundai. “We’re already at the threshold of what we can build here,”
said Lucas. “We can reach an annual capacity of 670,000 units by working two Saturdays per month.” At the HMMA campus they expect to crank out bet-
ter than 388,000 vehicles in 2013. Te Engine 1 facility manufactures 2.4-L fours and Engine 2 produces both the 2.4-L and the 1.8-L. Total annual production between the two engine shops is 670,000–700,000 engines. Six-cylinder engines available in the Kia Sorento and Hyundai Santa Fe come from Korea.
Mastering Cylinder Heads Each engine shop has three machining lines. One machines
the cylinder heads, another the engine blocks and the third does the crankshaſts. Components for about 1200 engines are machined each day. Te workweek runs six days and is cov- ered by three crews working two 10-hour shiſts a day. “We’re very automated,” said Bruce Davis, HMMA Man-
ager Engine Production. “Te machines are pretty much automatic. Te loads are automatic. Most of the team mem- bers are doing gaging, inspection, tool change and any fault recoveries.” In many ways the cylinder heads require the most intricate
machining, undergoing at least 80 operations, done exclu- sively on Hyundai WIA machine tools, which include the WH 50TFC and WH 63TMB HMCs. “On the head line,” said Davis, “we start by using a robotic
load vision system to locate the head, find the pick points, grab the head and move it to a conveyor system that takes it to the first operation where the intake side is machined. Tis machine also creates location holes. “Te head is then mounted to an adaptor plate, which is
used as a fixture in all the other machines so you have com- mon location points. We run the 2.4 and the 1.8 across pretty much the same machines, so the adaptor plate provides com- mon fixture points for both engines.” “All of the lines are set up for the adapter plate system,”
said Davis, “because it provides easy flow through and common fixturing.” Once machined the cylinder heads go to a subassembly
area where camshaſts, valves and other components are added. Te heads then go to main engine assembly to mate up with the cranks and blocks in operations where automation and team members take part. As with the cylinder heads, the cranks and blocks have gone through multiple inspections, both visual and mechanical, by the time assembly begins. And as for the ultimate test, what customers think of
the vehicles, both Hyundai and Kia ranked among the top 10 automakers in the 2013 JD Power and Associates’ Initial Quality Survey.
Motorized Vehicle Manufacturing 65
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