Hold takt time without shipping a defect
Willowark builds machine vision, controls, and plant software for automotive manufacturers and their tier-1 and tier-2 suppliers. Most engagements reduce to three things: making the wrong build impossible, capturing traceability complete enough to survive a containment action, or replacing the end-of-shift downtime spreadsheet with what the line actually did.
We start at the station, not the dashboard. The equipment already knows what matters — PLC state and fault words over EtherNet/IP or PROFINET, torque and angle from DC tools, press force curves, scanner reads, vision decisions — and we bind each event to a part identifier as it happens. Genealogy is built during production, not reconstructed after.
A first project is usually one station or one line, chosen because it is the current source of PPM or the next launch gate. We scope to something a plant engineer can sign off in a planned outage: a poka-yoke station with a PLC interlock, downtime capture on the bottleneck cell, or a vision gauge that needs Gage R&R before PPAP. The constraint shaping everything is that the line does not stop for us. Installs happen between shifts, validation runs on real parts, and nothing goes live without a path back to the previous program.
Reviewed

Sound familiar?
If you've said any of these, we should talk.
“A supplier lot came back bad and we cannot tell the customer which parts it went into.”
We bind incoming lots to finished part identifiers through every operation, using RFID or scanner reads at material load and PLC-triggered events at each station. Containment becomes a filtered list instead of a shift of production.
“Our downtime data is a spreadsheet a supervisor fills out at the end of the shift.”
Downtime typed in from memory is fiction by the time it reaches a Pareto chart. We capture state changes, fault codes, and cycle times from the PLC and drives, then ask operators to classify only what the system could not attribute.
“An operator can install the wrong bracket and nobody sees it until final inspection.”
That is a poka-yoke problem, usually solvable in one station: barcode or RFID verification of the presented part, a vision check for presence and orientation, and a PLC interlock that holds the fixture until both agree.
“Launch is in five months and our critical dimension is still checked with a manual gauge.”
We design in-line measurement — vision, laser, or contact probing depending on the tolerance — and design it to be provable. Capability and Gage R&R data on your parts comes before handover, so the gauge supports the PPAP submission rather than becoming a finding in it.
“Our customer wants torque data on every fastener and the tool controller only keeps the last few thousand results.”
Tool controllers are built to fasten, not to archive. We pull torque, angle, and result status from the controller over its open-protocol interface or fieldbus as each rundown completes, bind it to the part identifier at the station, and store it with the rest of the genealogy so the record outlives the controller's buffer.
How this industry actually runs
The operation as we usually find it.
Automotive production runs on releases and takt. A tier-1 supplier takes EDI releases with weekly and daily quantities, ships into a sequenced or just-in-time window, and is scored on PPM defects and delivery ratings that follow it into the next sourcing round. Behind that sit APQP through launch, PPAP submission with dimensional results, capability studies and Gage R&R before approval, IATF 16949 audits, and customer-specific requirements on top. Lines are built around takt, so a station running ten seconds long starves everything downstream, and error-proofing is expected anywhere an operator could fit a wrong or mis-oriented part. When something escapes, the response is containment, sort, and an 8D, and the first question is which parts are affected. If the answer is a full shift, the cost is the sort, not the defect.
Machine signals to the people who decide
Components:
- PLCs & sensors (counts, states, current)
- Legacy machine (dry contact / clamp)
- Edge gateway (normalize, buffer)
- Production dashboard (downtime, OEE)
- Alerts & reports (who acts, when)
Connections:
- PLCs & sensors to Edge gateway (EtherNet/IP, Modbus)
- Legacy machine to Edge gateway
- Edge gateway to Production dashboard (MQTT)
- Edge gateway to Alerts & reports
What we build
Starting projects that fit Automotive.
- Serialized genealogy linking material lots, station events, torque results, and inspection data
- Error-proofing stations with part verification, vision confirmation, and PLC interlocks
- Automated downtime, cycle-time, and OEE capture pulled from PLC and drive data
- In-line vision and dimensional gauging with SPC and Gage R&R evidence for PPAP
- Andon, escalation, and line-status displays driven by real machine events
- Integration between plant-floor systems and ERP, MES, and EDI release data
- DC tool integration capturing torque, angle, and sequence results per fastener and per part
- Recipe and part-number management pushing station setpoints from one source at changeover
Capabilities we bring
Working in Automotive?
Tell us the line.
What runs by hand, what is not connected, what you are trying to build. An engineer replies within one business day with whether and how we would approach it.
Common questions
What Automotive teams ask first.
Can you deliver traceability data in the format our customer requires?
Yes. Flat-file exports, EDI messages, database views, or an API your customer polls are all normal here. We build the underlying record once at enough resolution to satisfy the strictest requirement, then generate whatever shape each customer asks for.
How do you make a vision gauge acceptable for PPAP?
By treating it as a gauge, not a demonstration. We run it against your parts including known-bad samples, produce Gage R&R and capability results, and document method, lighting, and fixturing so it repeats after a lamp change. The submission stays yours; we supply the evidence.
Can you retrofit an existing line, or does this need new equipment?
Most of what we do is retrofit. Existing PLCs usually already hold what downtime and traceability need, and adding a scanner or vision station is a planned outage rather than a rebuild. Where controls are too old to expose data, we add a gateway instead of touching a proven program.
Can you work with our existing PLC platform and programming standards?
Usually, yes. Most automotive plants standardize on Rockwell or Siemens with a customer-mandated programming specification, and we work inside that spec rather than around it. Additions go in as clearly separated routines and tags, documented in the same style as the rest of the program, so your controls engineers and your customer's auditors can read them. Where a plant standard is missing, we propose one and follow it.
How much production time does a retrofit actually take from us?
Less than most plants expect, if it is planned as a retrofit. Most of the work — hardware build, program changes, data paths, bench testing against a simulated line — happens off the floor. On-floor time is typically a planned outage for mounting and wiring, then a validation run on real parts. We schedule around your shift pattern and keep the previous program available so the line can revert if something is off.
Strategy. Software. Systems.
Engineering for Automotive.
Describe the problem in your own words. An engineer reads it — not a sales script — and tells you plainly what it would take.
