production lines and a flexible line for smaller special series. “A majority of the control systems come from Siemens, and we also use Siemens’ supervisory control and data acquisition system SIMATIC WinCC as our visualisation software,” Svärdh explained. “We generally build the production lines by connecting components and machines from several different suppliers.” A growing challenge for The Absolut Company
is producing smaller and more substantially varied batches. So, Opcenter is integrated with the company enterprise resource planning (ERP) system. Both systems create an integrated work order that includes different information coming from several business systems and merged with other line-specific data. This work order is the basis for the production line setup and selection of operations that should be executed for the products to be manufactured. “We build a dynamic digital path for each work
order,” Svärdh said. “If we want to change, add or delete any operation, we can now do it digitally.” “With digital development, the concepts of
material movements and value chains take on a new meaning,” he added. “It is no longer only the physical value chain that must be managed and developed, but also the digital reflection of these flows. It is about integrating data and information points that are in completely different systems. This is where the Opcenter Execution Process platform comes in. Doing this will uncover new exciting opportunities, like having data to help us in our continuous improvement or improving
traceability through blockchain technology. I’m confident that digitalisation will bring new value both to manufacturing and to our consumers.”
“For every physical value chain there has to be an equivalent digital value chain,” said Svärdh. “The digital twin is a requirement. We invest in creating an accurate digital replica of the production lines and the value chain to get a
better basis for simulations of digitally configured batch runs. In this way, we can digitally test and validate that a run works as intended. If something needs to be changed, we can do it digitally before we start the physical equivalent. In fact, it will be faster, qualitatively better and, above all, cheaper.”
The new structure has been developed through Project LEVA (Lightweight Electric Vehicle
Architecture). The rear subframe is 37% lighter than it is on the Lotus Emira V6, meaning Lotus now has the ‘blueprint’ for the next generation of electric sports cars, for future Lotus products and for the Lotus Engineering consultancy to commercialise. According to the company, the technology is fully adaptable to provide a platform for a range of EVs with variable layouts, wheelbase lengths, battery sizes and configurations. The innovative new subframe features cylindrical battery cells for high energy density, with the option of a single or twin electronic drive unit (EDU). Cold cure, spot bonding and advanced weld processes mean reduced environmental impact during assembly. Richard Rackham, head of vehicle concepts, Lotus, said: “Project LEVA is as revolutionary
now as the Elise architecture was in 1996. In true Lotus spirit, significant weight savings have been achieved throughout, with a focus on ultimate performance, efficiency and safety being engineered into the structure from the outset – for example, by utilising the vehicle structure as the battery enclosure, having an integrated EDU, eliminating subframes and optimising the multi-link suspension components.”
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