Download Evolution of Manufacturing Systems at Toyota by Takahiro Fujimoto PDF
By Takahiro Fujimoto
What's the real resource of a firm's long term aggressive virtue in production? via unique box reports, old study, and statistical analyses, this publication indicates how Toyota Motor company, one of many world's greatest car businesses, equipped targeted services in creation, product improvement, and provider administration. Fujimoto asserts that it truly is Toyota's evolutionary studying potential that offers the corporate its virtue and demonstrates how this studying is placed to take advantage of in day-by-day paintings.
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In production, major first-tier suppliers acquired subassembly capabilities and started to deliver larger modules of components. They also invested in specialpurpose machine tools and transfer machines. 18 In product development, the black box parts system (whereby suppliers participate in automobile product development) prevailed, particularly into the late 1960s, and reflected the rapid product proliferation of this period. Accordingly, suppliers began to specialize in certain items as they accumulated the component technologies.
Clearly, any influence of the American mass-production system on the Japanese market was negligible during this early period. Japan's automobile market, beyond attracting the curious, formed in the early 1920s, particularly after the major earthquake of 1923 destroyed trolleys and railways in Tokyo. In response to the breakdown in its public transportation system, the Tokyo municipal authority decided to import about 800 chassis of the Ford Model T for bus use, which demonstrated the effectiveness of automobiles as an alternative transportation mode.
Significant investment in new production equipment also started in the early 1950s. In addition to the renewal of prewar machines, there was introduction of large press machines, continuous casting machines, automatic multispot welders, and moving conveyer lines. Development and adoption of Detroit-type transfer machines for engine machining followed in the late 1950s. The large-scale car assembly plants (typically 100,000 to 200,000 units per year) were not built until the very end of the 1950s, though.