Luís Pinto Ferreira et al.
/ (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Analysis on the Influence of the Number
of Pallets Circulating on an Automobile
Closed-Loops Assembly Line
Luís Pinto Ferreira
Escola Superior de Estudos Industriais e de Gestão
Instituto Politécnico do Porto
Vila do Conde, Portugal
Luispintoferreira@eu.ipp.pt
Abstract— The work presented in this article consists of the
development of a decision-making support system, based on
discrete event simulation models and aimed at a very specific
class of production lines with a four closed-loop network
configuration, allowing the company ownership to acquaint itself
better with its current industrial reality and thus help in
decision-making to maximize line performance.
ES
A simulation model in an Arena environment was developed,
based on a real case, which allowed the analysis of aspects which
have still not been studied in specialized literature, namely the
assessment of the impact of the number of pallets, circulating on
the first three closed loops, on the number of automobiles
produced. In order to obtain the functions that describe the
behaviour of the assembly system, the design of an experiment
technique was used.
Keywords- Automobile Assembly Lines; Simulation;
Closed-Loops; Manufacturing.
A
I. INTRODUCTION
At present, due to the globalisation process which the
industrial world is experiencing, companies are faced with the
challenge of continuously improving their productivity,
responding efficiently and quickly to the market’s
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requirements [1, 2]. As a result, production and its ensuing
performance have become increasingly important, especially
in the highly technological sectors [3]. The automobile
production line is an example of this since it includes a great
deal of automation. In order to improve its performance and
optimization, simulation was used as a decision-making
support tool. According to [4], simulation constitutes an
efficient tool in the analysis of production line behaviour,
especially when analytical methods prove to be difficult to
apply.
In practice, computer simulation is one of the most
commonly used operational research tools; it allows the
projection and analysis of the performance of complex
systems and processes [5], by imitating their dynamic
ISSN: 2230-7818 @ 2011 http://www.ijaest.iserp.org. All rights Reserved.
Vol No. 2, Issue No. 2, 119 - 123
Enrique Ares Gómez1
Gustavo Peláez Lourido2
Marina Salgado3
José Diéguez Quintas4
Área Ingeniería de los Procesos de Fabricación
Universidad de Vigo
Vigo, Spain
1
enrares@uvigo.es, 2gupelaez@uvigo.es,
3
marina.salgado@uvigo.es, 4jdieguez@uvigo.es
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behaviour [6]. Simulation involves the representation of a real
system in a computer-developed model by using an
appropriate simulation language [4, 7]. For [8], the concept of
simulation is related to a vast range of methods and
applications, which imitate the behaviour of real systems,
usually by means of appropriate computer software. In fact,
for these authors, simulation is an extremely generic term
because the underlying idea can be used in various sectors,
industries and applications. An identical opinion is expressed
by [9], who adds that simulation can also be used as a learning
tool since, thereby, one is able to understand better the system
which is the object of study.
The work described in this article consists of the
development of a simulation model in an Arena environment,
based on a real case, and is aimed at a very specific class of
production lines, with a four closed-loop network
configuration, commonly used in the automotive sector. This
study is a sequence of another, developed by Resano et al.
[10,11,12,13], who designed one of the first analytical models
for an assembly line in the vehicle sector as a network of four
closed loops of machines, decoupled by intermediate buffers
formed by conveyors. They consider that machines process
pallets which are not univocally related to each other. Both in
the analytical model, as well as in the simulation presented
here, one can analyse the blocking and starvation phenomena
on a complex production line; these models also consider the
proportion of four- and two-door cars between the doors’
disassembly and assembly stations. There is no knowledge of
any other work in specialized literature, in the area of
simulation, considering all these factors which are of such
specific relevance in the performance of these types of
manufacturing systems [14,15].
There are, in fact, very few studies undertaken which use
simulation as a support tool in the decision-making process in
the context of networks of closed-loops production lines.
There is, however, a wider range of bibliography whenever the
purpose of the study presupposes the development of
analytical models for these types of configurations.
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Vol No. 2, Issue No. 2, 119 - 123

Kouikoglou [16] analyses assembly and disassembly Equation (4):

production networks based on the first continuous flow
simulator applied by Angelo et al. [17] in which the traffic of n 25 +n 56 +n 64 +n 5 +n 6 = (n 2 +n 3 +n 4 +n 23+n 34 )·(1 + x)
discrete parts is approximated by a continuous flow. However,
this model does not consider the phenomena of blocking and Where n 5 and n 6 are the numbers of stations M 5 and
starvation transmission in networks formed by several closed-
loops. Zhang [18] developed a graph model and an induction M 6 , n 2 is the number of stations at M 2 , from the door
method to analyse the blocking and starvation phenomena in
disassembly stations, n 3 is the number of stations at M 3 ,
complex assembly/disassembly closed-loop networks of
machines and intermediate buffers. However, in order to build and n 4 is the number of stations at M 4 to the door assembly
the model, the author did not consider an external variable (x),
which defines the relationship between pallets, which are not stations. The values n 2 , n 3 , n 4 , n 5 and n 6 remain constant.
always univocally related to each other, in our case study the Replacing the sum of their values in Eq. (4) the following is
four-door cars proportion. obtained [10]:

II. MODEL OF THE ASSEMBLY LINE

n 25 +n 56 +n 64 +60 = (216 +n 23+n 34 )·(1 + x) (5)

Figure 1 represents the main automobile line as well as the The simulation model presented in this article is based on
doors and front axle preassembly lines as a network of four these equations in order to determine the number of pallets
closed-loop machines and intermediate buffers formed by which must circulate on each of the 4 closed-loops which exist

T
conveyors. The sum of the car bodies, doors and front axle on the analyzed automobile assembly line.
assembly pallets stored in each of the intermediate buffers of
the three first closed-loops remain, respectively, constant at
any time and are defined by Equations (1) to (3). This fact, as III. CHARACTERISTICS OF THE DEVELOPED SUPPORT
well as other analyses undertaken to evaluate the influence of SYSTEM FOR DECISION-MAKING
different variables which interfere in the performance of the
automobile assembly line being studied, was previously In the context of this project, all the work was developed
analysed in [10, 11, 12, 13].
M5 B5,6 M6
ES in an Arena simulation environment [8], whose simulation
language constitutes a visual and flexible programming tool,
directed at the object, since it simultaneously combines the
construction of simulation models with the integration of
different languages of general use: Visual Basic, C, C++. This
M7
B2,5 B6,4 language is based on the SIMAN simulation language [19].
B3,7 B7,3 The purpose of the use of an Arena simulation
environment was that of enabling the production engineer to
evaluate the performance of the automobile assembly line,
M1 B1,2 M2 B2,3 M3 B3,4 M4
through the variation of different parameters, thus contributing
to an improved specification, characterization and definition
A
B4,2 of the most efficient control system.

B4,1 With this objective in mind, a support system for decision-

making was developed; this enables the automatically
Figure 1 – Main automobile assembly line and preassembly lines generation of different simulation models, allowing the user in
the initial stage of simulation to interact with the system to be
n12 n 23n 34 n 41 237 (1) developed, through the introduction of various parameters
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such as:
n 25 n 56 n 64 n 42  450 (2)
 The four-door cars ratio (x);
n 37 n 73 138 (3)  The processing time for each machine;
 The production sequence in accordance to each
The fourth closed-loop defines the relationship between type of car (two- or four-door);
the number of pallets with doors in different preassembly  The speed and length of the intermediate buffers
states and the number of pallets of cars with disassembled formed by conveyors;
doors via an external variable (x), according to Equation (4).  Simulation time;
This variable represents the four-door car ratio between the
 The number of pallets circulating on the first
doors’ disassembly stations, located at M 2 , and the three closed-loops.
doors’ assembly stations, located at M 4 . This variable can
take on values of between 0 and 1. Figure 2 presents the graphic interface which allows the
user to configure the above mentioned parameters.

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 Luís Pinto Ferreira et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 2, Issue No. 2, 119 - 123

X=0,7: Number of Cars / Hour vs Number of pallets (Loop 1)

60

Number of Cars / Hour

50
40
30
20
10
0
100 120 140 160 180 200 220 240 260 280
Number of pallets (Loop 1)

Figure 3 – The number of pallets on Loop 1 based on the number of cars /

hour (X=0,7)

Figure 4 shows the impact that the variation in the number

Figure 2 – Parameterization of the automobile assembly line
IV. COMPARATIVE ANALYSIS BETWEEN ANALYTICAL AND
ARENA SIMULATION MODELS
It was demonstrated in [10, 13] that some governing
equations of the four closed-loops are not compatible with the
of pallets on loop 2 produces on the performance of the
production line. Further analysis allows the conclusion that the
line will block whenever the number of pallets is below 383 or
above 543. On the other hand, one can see that, for a number
of pallets above 398 and below 544, the number of cars
produced per hour is always the same, the number being 55,5.

T
maximum capacities and the minimum contents of several X=0,7: Number of Cars / Hour vs Number of pallets (Loop 2)
intermediate buffers for certain values of the variable x. This
incompatibility shows that an assembly line cannot operate in 60

Number of Cars / Hour

practice for x<0,37 in both, stationary and transitory regimes,
50
40
and for x>0,97 in a stationary regime. 30
ES
Through the simulation model developed for the vehicle
production line analysed, it was also verified that the system
also did not function for values of x<0,37 and x>0,97, due to
the blockage or starvation of some machines which constitute
20
10
0
350 400 450 500
Number of pallets (Loop 2)
550 600

the model analysed [14]. It was similarly concluded that, once
the minimum capacity of the buffers mentioned in [10,11] is
reached, this ensures the continuous supply of machines with
transport and assembly pallets.
V. ASSESSMENT OF THE IMPACT OF THE NUMBER OF
PALLETS, CIRCULATING ON THE FIRST THREE CLOSED LOOPS,
A
ON THE NUMBER OF AUTOMOBILES PRODUCED PER HOUR
Using the simulation model developed in this research
study, one sought to assess the influence that a variation in the
number of the pallets on the first three closed loops has on the
performance of the production line, translated into the number
of cars manufactured / hour. In the real model, the number of
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Figure 4 – The number of pallets on Loop 2 based on the number of cars /
hour (X=0,7)
Through the analysis of figure 5, and regarding the impact
that the number of pallets’ variation produces on the
performance of the production line, when circulating on loop 3
one can see that the line blocks when values are above 288.
One can also conclude that, when the values range from 18 to
288, the number of automobiles produced is constant and
equal, at 55,5 cars/hour. There is, however, a drop in
production if the number of pallets is below 18, and
production drops further as the number of pallets decreases in
number.
X=0,7: Number of Cars / Hour vs Number of pallets (Loop 3)

pallets circulating on the first three closed loops is, 60

respectively, 237, 450 and 138, and the value used for the
Number of Cars / Hour

50
proportion of four-door cars was that of 0,7. 40

On observing figure 3, one may conclude that the number 30

of pallets on loop 1 can vary between 119 and 262, with no 20

resulting impact on the performance of the automobile

10

production line. The number of cars produced per hour will

0
0 50 100 150 200 250 300 350
remain constant, with an approximate value of 55,5 cars/hour. Number of pallets (Loop 3)

However, when the number of pallets on loop 1 is below 119

and above 262, this produces a blockage on the line. Figure 5 – The number of pallets on Loop 3 based on the number of cars /
hour (X=0,7)

The analysis undertaken previously, on the influence that

the variation in the number of pallets circulating on the first

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 Luís Pinto Ferreira et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 2, Issue No. 2, 119 - 123

three closed-loops produces on the performance of the
automobile production line, allows the conclusion that it is
possible to significantly reduce the number of pallets
circulating on those loops, thus maintaining the production
rhythm. Table 1 presents the limit values proposed for the
number of pallets that can circulate in each of the three first
closed loops without jeopardizing line performance. This
conclusion has proved to be extremely important as it allows,
potentially, a significant reduction in the costs ensuing from
fewer circulating pallets. This fact, applied to a network
configuration of four closed-loop machines and intermediate
buffers formed by conveyors, has not been mentioned in
specialized literature.
TABLE 1 – THE NUMBER OF PALLETS ON LOOPS 1, 2 AND 3, BASED ON THE
NUMBER OF CARS / HOUR (X=0,7)
X = 0,7 Number of Pallets Number of Cars /
Hour
As perspectives of future work, some actuation lines stand
out, as a natural continuation of the proposals presented here:
• Impact evaluation that the sequence of production of
different types of cars in the automobile assembly line
performance.
• Behaviour evaluation of the production line when a new
car type is inserted.
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