Source: https://patents.google.com/patent/US20070067146A1/en
Timestamp: 2018-06-18 10:36:41
Document Index: 572270513

Matched Legal Cases: ['art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art 50', 'art.\n1', 'art.\n3', 'art.\n4']

US20070067146A1 - System and method of interactively optimizing shipping density for a container - Google Patents
System and method of interactively optimizing shipping density for a container Download PDF
US20070067146A1
US20070067146A1 US11229082 US22908205A US2007067146A1 US 20070067146 A1 US20070067146 A1 US 20070067146A1 US 11229082 US11229082 US 11229082 US 22908205 A US22908205 A US 22908205A US 2007067146 A1 US2007067146 A1 US 2007067146A1
US11229082
Velmurugan Devarajan
A system and method for interactively optimizing shipping density of racked parts by a user is provided. The system includes a user computer system, a communications network, a remotely located computer system, a data storage device a computer-generated model of a component part; a computer-generated model of a container for transporting the component part and an executable shipping density optimization software program. The methodology includes the steps of the user selecting the component part model and container. The methodology also includes the steps of analyzing the shipping density of component parts within the container. The methodology further includes the steps of identifying a bottleneck feature and modifying the bottleneck feature and determining the optimized density of the modified component parts in the container.
The present invention relates generally to packaging of racked parts in a container, and, more specifically, to a system and method of interactively optimizing shipping density of racked parts.
Manufacturers of products and especially products derived from assembled parts, frequently utilize individual parts that are fabricated at a different location than the assembly location. As a result, the individual parts are transported to the assembly location via a transport means, such as by rail, truck or air. Frequently, the parts are transported in a container. Depending on the configuration of the individual part, a number of individual parts may be placed in a rack and shipped within the container.
A product, such as a vehicle, is assembled from a large number of component parts of various shapes and sizes. Most of the component parts are shipped into the assembly plant from another location. Various strategies are utilized to control inbound freight costs. One strategy is to reuse the containers. Another strategy is to control part density per container.
In the past, manual techniques were utilized to determine the optimum number of parts, or density of parts, that could fit on a rack within the shipping container. For example, a manual estimate was made of rack density using a two-dimensional model. This estimate was typically based on previous experiences. The results of this analysis are utilized in determining the financial impact to the manufacturer, such as freight cost, container investment or the like. Therefore, any change to the configuration of a particular component part could potentially affect the rack density, as well as the freight and container investment costs.
At the same time, computer-assisted design techniques are frequently incorporated in the development of a new vehicle, or redesign of an existing vehicle. These computer-assisted design techniques include Computer-Aided Design (CAD) software tools and enhanced visualization software tools that allow for interactive display and manipulation of large-scale geometric models. One aspect of the design process is to construct a geometric model of the proposed design using a technique known as Computer-Aided Design (CAD). The combined use of Computer-Aided Design and visualization techniques is especially beneficial in the design and analysis of individual component parts with respect to the overall product. Advantageously, potential vehicle model designs can be considered in a timely and cost-effective manner by analyzing a digital representation of a proposed design, versus preparing a physical prototype of an individual component, or the vehicle, or a portion thereof. In the past, container designers sometimes used the three-dimensional CAD model to analyze the shipping density of the component part in a two-dimensional environment.
While the current manual methods of approximating shipping density provide a solution, it may not be an optimized solution. The current methods are time consuming and there may be inconsistencies across various product lines. Thus, there is a need in the art for a system and method of automatically approximating the shipping density of component parts within a container, and quantifying the financial effect of part shipping density for the product.
Accordingly, the present invention is a system and method for interactively optimizing shipping density of racked parts by a user. The system includes a user computer system, a communications network, a remotely located computer system, a data storage device, a computer-generated model of a component part, a computer-generated model of a container for transporting the component part and an executable shipping density optimization software program.
The methodology includes the steps of the user selecting the component part model and container. The methodology also includes the steps of analyzing the shipping density of component parts within the container. The methodology further includes the steps of identifying a bottleneck feature and modifying the bottleneck feature and determining the optimized density of the modified component parts in the container.
One advantage of the present invention is that a system and method of interactively optimizing shipping density is provided that integrates available software tools with engineering knowledge and best practice guidelines for shipping a component part. Another advantage of the present invention is that a system and method of interactively optimizing shipping density is provided that automates the packaging planning process to improve the density efficiency of individual racked parts in a container. Still another advantage of the present invention is that a system and method of interactively optimizing shipping density is provided that reduces associated costs. A further advantage of the present invention is that a system and method of interactively optimizing shipping density is provided that analyzes a digital representation versus a physical prototype. Still a further advantage of the present invention is that a system and method of interactively optimizing shipping density is provided that is simpler to use and reduces the amount of time required to evaluate various design proposals. Yet still a further advantage of the present invention is that a system and method is provided that identifies a feature on a component that may influence packaging density, and allows for modification of the feature and evaluation of the effect of such change.
FIG. 1 is a diagrammatic view of a system for use in conjunction with a method of interactively optimizing shipping density for a container, according to the present invention.
FIG. 2 is a diagrammatic view illustrating the shipping density optimization software program, according to the present invention.
FIG. 3 is a diagrammatic view illustrating a method of interactively optimizing shipping density using the system of FIG. 1, according to the present invention.
FIGS. 4A-4E are flowcharts illustrating a method of interactively optimizing shipping density using the system of FIG. 1, according to the present invention.
FIGS. 5-26 are diagrammatic views of a series of computer screens illustrating the implementation of the method of FIGS. 4A-4E using the system of FIG. 1, according to the present invention.
A design for density of racked parts in a container is preferably achieved with a generic, parametric driven analytical process. Advantageously, the parametric process allows for flexibility in design and engineering analysis of the model in a fraction of the time required using conventional analytical techniques. Various computer-based tools are integrated to achieve this enormous time and expense savings, including solid modeling, parametric design, and automated studies. In this example, the process is applied to a component part for a vehicle system, although other types of systems are foreseeable. The component part design is typically generated through the use of conventional computer-aided design (CAD), including computer-aided manufacturing (CAM) and computer-aided engineering (CAE) techniques. In this example the component part is a fender.
Referring to the drawings and in particular to FIG. 1, a system 8 for interactively optimizing shipping density of a component part in a container is provided. In this example the component part is stored on a rack, and the rack is placed in a container. The choice of container is non-limiting. The containers are transported via a shipping means, such as air, train, truck, boat or the like. The container could also be integral with the shipping means. The system 8 includes a remotely located computer system 10. The remotely located computer system 10 includes a server having a processor, and a memory. The remotely located computer system 10 is in communication with a user computer system 22, to be described, using a communications network 20. The communications network 20 may be of any type, such as wired, or wireless without limitation. In this example, the communications network utilizes an internet, such as the Internet, or an intranet, or the like to transfer information.
The remote computer system 10 includes an electronic storage device or information database 12 in communication with the server. The database 12 may include information such as product design, assembly, manufacturing rules and guidelines, or the like. The information may be stored within a knowledge-based library associated with the database 12. The information may provide guidelines relevant to the methodology, such as to how to orient a component in a rack, spacing between components, or a type of rack for a particular component.
The information database 12 may also provide information to an engineer regarding a particular rack design. The database may further include information, such as standards, technical specifications, guidelines, practices, or the like. The information within the database may be organized into a subject matter based library. For example, a packaging library may be available which details the specifications for a rack, or contain a geometric mesh model of the package. Examples of packaging practices include criteria for positioning a component in the rack. Other packaging practices provide guidelines relating to how a particular component is oriented for shipping.
The information database 12 may also contain information in electronic form regarding various subsystems, such as a component parts library cataloguing the particular component parts used on a vehicle. Other information may reference predetermined product assumptions regarding the vehicle to be produced, such as model year, style, or production volume.
The computer system 10 also includes a component part model database 14, preferably stored on an electronic storage device. In this example, the component part model database 14 contains models, or an electrical representation of an individual component part for use in the vehicle. The models may be stored in a CAD or mesh format or the like. For example, the model database 14 may include mesh modeling data for a component part, including minimum and maximum mesh size. It should be appreciated that the component part model database 14 may be integral with the information database 12.
The system 8 may also include various Computer-Aided Design (CAD) tools 16, which may be used by the method, to be described. CAD design tools 16 may encompass solid modeling, surface modeling visualization or parametric design techniques. Several modeling programs are commercially available and generally known to those skilled in the art. The parametric design technique is used in the electronic construction of geometry for designing the vehicle or a portion thereof.
The system 8 also includes various computer-aided engineering (CAE) analysis tools 16. One example of a CAE analysis tool is a preprocessor used to convert a CAD model into a geometric mesh model. Various commercially available software programs are utilized, such as EASICRASH, SOFY, MCRASH, Moedit, HYPERMESH or the like. The selection of the software tool is dependent on the capability of the particular software tool and the component part being analyzed. Another example of a CAE tool is an external distance query library, also referred to as a proximate query package (PMP). The proximate query package includes queries that are specialized in collision detection and distance computation for a geometric model. Various software products are available to perform collision detection and distance computation.
The system 8 includes a user computer system 22, having a processor, and a memory shown at 24 a to process information relevant to the method for interactively optimizing shipping density for a container. The user computer system 22 includes a display device 24 b, such as a display terminal, to display information to the user 26.
In this example, information is displayed on the display device 24 b in a series of screens, also referred to as a browser. Examples of such screens are illustrated in FIGS. 5-26. A user 26 inputs information into the user computer system 22 when prompted to do so. The information may represent different alternatives. Selection and control of the information within a screen can be achieved by the user 26, via a user interactive device 24 c, such as a keyboard or a mouse.
An example of an input method is a drawing technique used to draw a box around a local region of the model using the user interactive device 22 c, such as the mouse. It should be appreciated that the drawing process includes a click, drag and release of the mouse, as is understood in the art. Another type of input method is a graphical user interface that allows menu selection, parameter modification and performs other types of viewing operations using the user interactive device 22 c. Still another example of an input method is a pop-up dialog box containing available information or instructions. Preferably, the user computer system 22 is configured to provide for fast display capability for rendering and viewing of large, complex digital representations.
An executable shipping density optimization computer software program 18 utilizes the set of information or instructions from the user 26, information from the database 12, 14, design tools and analysis tools 16, to carry out the method to be described of interactively optimizing shipping density for a container. The shipping density optimization computer software program 18 is implemented by the user 26, and may be resident on the user computer system 22 or the remote computer system 10.
The shipping density optimization software program optimizes factors such as a feature on the component part, the number of component parts in the rack, the orientation of component parts stored on the rack, the size of the rack, the number of racks per container, and the type of conveyance. This virtual design process is a timesaver over current manual shipping density analysis practices. It also ensures the quality and consistency of the determining shipping density for various component parts for a particular model of vehicle, and across model lines.
Advantageously, this is a time and cost savings as compared to previous manual methods of evaluating shipping density. In addition, the computer-implemented method of interactively optimizing shipping density for a container combines all of the foregoing to provide an efficient, flexible, rapid tool for evaluating the various design proposals. Furthermore, the design proposal is available for further analysis and study.
The executable shipping density optimization software program 18 may include executable modules for implementing the software program. An example of such modules is illustrated in FIGS. 2 and 3. It should be appreciated that other modules may also be utilized. In block 30, the module is a VRML browser, which is an open standard for 3D models. The VRML browser includes features which interact through embedded scripts and external applications, as well as exchange or interact with 3D models via the Web. Most CAD systems also support the export of native CAD models, such as VRML. The VRML browser may be a plug-in to a web browser, and used to visualize VRML worlds.
In block 32, an initializer module is illustrated. This module is typically the first application module launched by the user 26. Various user selected options, such as component part and container selections, are specified using this module. The initializer module 32 creates a VRML world composed of the selected component part and rack. It should be appreciated that many of the selections and other data may be obtained from the databases 12, 14.
In block 34, a VRML preprocessing module is illustrated. The VRML model is organized as nodes. Several types of nodes may be utilized and they may be arranged in a hierarchical manner. VRML geometry is represented as nodes of geometric data acted upon by a set of nodes of transform data. The set of transforms are all the predecessor transform nodes of the geometric node. The VRML data may have a complex hierarchy of transforms. The VRML preprocessor transforms all the geometry into a single coordinate system. It also filters out unnecessary geometry, such as lines, curves or points, or the like.
In block 36, a part manipulator module or applet is illustrated. The part manipulator applet 36 is hosted by a web browser, which loads the VRML plug-in to render the VRML World created by the initializer. The part manipulator module may receive additional user inputs. For example, the user may specify initial transforms, and interactively view its effect and optimized ranges for the transforms. The part manipulator applet is in communication with the VRML browser, and manipulates the component part using input from the user. It should be appreciated that transforms done on the component part are recorded for later use by the RDM core module 38.
In block 38, an RDM core module is illustrated. This module implements the core algorithms of the software program, to be described. In this example, the RDM core includes an external optimizer library and a distance query library. The RDM core tries several configurations as possible outcomes. Each configuration is arrived at by applying an initial transform followed by a random transform. The random transform is constrained by the optimizer range specified. For each configuration, the number of component parts that can be stacked is computed. This number is the “objective function value” for the optimizer. Every configuration fixes the orientation and partly the position, for a repeatable pattern of parts. The objective function evaluation requires computation of the transformations required to completely specify a final packed configuration (transforms for a prime pattern and to repeat it). As part of arriving at a final packed configuration for a given input set, the core uses the external distance query library 16. The library supports fast minimum distance queries between two parts, each of which may undergo a rigid body transform between queries.
In block 40, a results generator module is illustrated. In this module, the RDM core results are interpreted and a VRML world of the packaged configuration is created. An output report is also generated that includes information, such as an estimate of the financial impact on freight and investment costs resulting from the change in container density.
In block 42, a results viewer and feature modifier module is illustrated. The results VRML is viewed and may be manipulated. The user interacts with the result world to modify features from the parts that may improve the final packing density. The user may select to return to another module as part of the interactive optimization process.
Referring to FIG. 3 at 60 and FIGS. 4A-4E, flowcharts of a method of interactively optimizing shipping density for a container are illustrated. The software program for interactively optimizing shipping density may be resident on the remotely located computer system 10 and accessible by the user computer system 22, or resident on the user computer system 22. The methodology approximates the density of a model part in a rack or container, and quantifies the associated freight and container investment costs. In addition, the methodology evaluates the density impact of modifications to component part features. The methodology identifies a bottleneck feature and predicts the impact on container density, and associated freight and container costs, if the identified feature is removed.
The software program implementing the method advantageously integrates various software tools and expert knowledge to automatically approximate the shipping density, or parts per container and transportation conveyance of new model parts. The methodology quantifies the effect changes, such as to the component part or on part density, will have on the associated costs. The method takes advantage of the automated process to optimize rack density in a container irrespective of the expertise of the user.
The methodology begins in block 100, where the user 26 selects a component part for analysis. The component part may be an existing part or a modified part. By way of illustration, the component part 50 in this example is a fender panel. Geometric data for the component part 50 is imported into the executable computer software program. For example, the user 26 is provided a window or screen as shown in FIG. 5 at 66, and has the option of selecting a component part 50 from a list describing component starts stored in the database 14. The component part 50 may be stored in a variety of formats. For example, the component part 50 may be represented as a geometric model in a CAD format. Various CAD compatible formats may be supported, such as VRML, stl, or .jt or the like. The component part 50 may be converted from a CAD file into a mesh file using commercially available software, such as IDEAS or ANSA or HYPERMESH or the like. The mesh model of the component part 50 may also be stored in a library in the component part database. An advantage of storing component parts in a library is that different design programs for similar products can share a common library. This may result in a significant timesaving in preparing the mesh data. The methodology advances to block 105.
In block 105 the user selects other parameters or characteristics regarding the component part 50 for use in optimizing the rack density. For example, the user may select subassemblies for the component part to use in the analysis, as shown in FIG. 6 at 68. These options may also include component part orientation within the rack as shown in FIG. 8 at 54. The component parts may be stored within the rack in various configurations, such as single sided, double sided, top loaded, end loaded or the like. The user may select to view the selected orientation of the component part. The user 26 is preferably provided a window on the display device 24 b containing relevant parameters. Using the user input device 24 b, the user 26 may highlight and select an option.
The methodology advances to block 110, and the user selects a filter option for selecting a rack from the rack database. These filter options are presented in a window, and the user utilizes a user input device to make a selection, as shown in FIG. 7 at 70. Examples of filter options include the type of transport mode, such as truck or rail. Other filter options may relate to costs. The user may also specify container dimensions, such as length, width or height. Other user selectable options include rack size or rack frame thickness. The user may also select a dimensional tolerance such as clearance between parts. The user may also select part orientation in the rack. After making these selections, the user uses the data input device 24 c to choose a “select rack” option, which initiates a search of the rack database, and uses the selected filter options to identify available racks. As previously described, the rack database 12 is a database of available racks. The methodology advances to block 115.
In block 115, the user 26 selects a rack from the filtered list of racks. In this example, the user is presented with a screen displaying a list of racks that meet the previously selected criteria. Advantageously, this filtering process reduces the number of racks for analysis. The user may utilize a user input device to highlight and select the desired rack. The user 26 may select to have the selected rack displayed on the display screen, as shown in FIG. 8 at 72.
In block 120, the design density of the selected component part on the rack, and transportation conveyance is analyzed using an analytical optimization process described beginning in circle A of FIG. 4B. It should be appreciated that the density optimization methodology searches for the optimal position, angle and orientation of the selected part 50 on the selected rack 52. In this example, the analysis uses an external distance query library, referred to as a Proximate Query Package. The PQP library includes queries that are specialized in collision detection and distance computation for a geometric model. An example of an available PGP is UNC. After returning from circle A, the methodology advances to block 125.
In block 125, the optimized density results are provided to the user. The optimized results provide an estimate of rack, container and conveyance density, as well as associated transportation and investment costs for a given rack and container. The results may be displayed as a window on the display screen, as shown in FIG. 11 at 78, FIG. 12 at 80, FIG. 13 at 86, or FIG. 14 at 87. The results may include information such as optimized number of parts per rack, financial impact, container size, part orientation, and clearance between parts or the like. Various aspects of the rack density can be illustrated, including number of racked components, rack size, or potential areas of improvement. A color-coding system may be utilized to visually indicate to the user 26 the status of the rack density for a component part. For example, a feature on the component part that restricts optimizing the number of racked parts, referred to as a bottleneck feature, may be indicated. In this example, problem areas may be visually illustrated in red as shown at 82, caution areas in yellow as shown at 84 and acceptable areas in green.
The methodology advances to block 130, and evaluates the impact of modifications to the identified bottleneck feature. The methodology advances to circle B in FIG. 4B (to be described). The methodology returns and advances to block 135. In block 135, the user 26 is provided with a summary of the impact of modifying the component part for further analysis. This analysis predicts the impact on container density of modifying the identified bottleneck feature. A new optimized result without the bottleneck feature provides an estimate of container and conveyance density for a given container.
Referring to FIG. 4B, a methodology for optimizing density of the component part on the rack begins in circle A and continues to block 200. In block 200, the methodology obtains information regarding the component part and selected rack. The methodology may utilize the information previously selected by the user from the corresponding databases. Other inputs from the user may also be considered. An example of a screen for selecting rack parameters is illustrated in FIG. 10 at 76.
The methodology advances to block 205 and the orientation of the component part in the rack is selected. The user may define the orientation, or it may be determined using the software program, as shown at 74 in FIG. 9, and at 87 in FIG. 14.
The methodology advances to block 210, and a distance between the component part and a reference copy of the component part on the rack is determined. This minimum distance is referred to as d(k). The distance is decremented by a predetermined amount. The new distance d(k−1) is stored in the database.
The methodology advances to decisions block 215, and it is determined if a predetermined minimum distance threshold t is less than a minimum distance d(k) and less than a minimum distance (k−1). It should be appreciated that the previously described proximate query package is utilized for this optimization analysis. If the minimum distance t is not less than the minimum distance d(k) or minimum distance (k−1), the methodology returns to block 210 and continues to optimize density of the part in the rack. If the current min d(k) is decreasing, and min d(k)<min dist(k−1) is greater than a predefined threshold min dist_t, the density of the component part is optimized in the rack and the methodology returns to block 120 of FIG. 4A and continues.
Referring to circle B of FIG. 4C, the methodology analyzes the effect of eliminating the bottleneck feature or features on rack density using the minimal distance between two copies of the part when called for from block 130 of FIG. 4A. The methodology of FIG. 4C utilizes clustering to identify the primary and secondary bottleneck features by considering the similarity of the points of two mating surfaces. For a solid part, the methodology analyzes the relationship between a virtual cut of the bottleneck feature and the related shrinking of a binding box, or box drawn around the component part at 56. The relative shrinking of a binding box due to elimination of the primary bottleneck feature compared to the binding box associated with the secondary bottleneck feature determines the potential density improvement due to removing the primary bottleneck feature. It should be appreciated that this algorithm is applicable when all the distances between the corresponding points on the mating boundaries are available, and not just the minimum distance between the boundaries of two solid objects.
The methodology advances to block 220 and the distance vectors between the corresponding points on the mating boundaries are clustered. FIG. 21 illustrates the distances between a component part 50 and a reference copy 50′ of the component part at 94. A minimum distance D* between points associated with the identified features is calculated. D* is defined as equivalent to D. In this example, the distance between features c and e is determined. It should be appreciated that a distance δ, between points associated with features b and f is not presently considered a bottleneck feature. However, the distance δ could become a bottleneck feature, if another one of the primary bottleneck features is removed, such as by changing the design or by assembling the feature in a later phase.
In this example, the distance vector is measured as the distance between the corresponding points belonging to the mating boundaries. Assuming that the points belonging to a same pair of corresponding features are approximately same distance apart, these groups of points are identifiable by clustering the distance vector s=∥p1−p2∥ where p1=[x1, y1, z1] and p2=[x2, y2, z2], p1 and p2 are the vectors of corresponding surface points in the 3D space, and ∥.∥ is the Euclidean distance between the points. It should be appreciated that a clustering computer program, such as the SUBCLUST clustering algorithm of Matlab, may be utilized to cluster the distances between the corresponding points of the mating boundaries. This type of clustering algorithm has the advantage of not requiring the user to specify the number of clusters in advance. Additionally it provides the membership grade of each surface point with respect to each of the cluster centers. In this example, the points with the highest membership grades [0.9-1] to the cluster center of points, which characterizes the minimal distance, identifies the primary bottleneck feature. Similarly, the points with the highest membership grades to the cluster center related to the minimal distance identify the secondary bottleneck feature. The clustered points are shown in the graph in FIG. 22 at 95. The two sets of clusters of points correspond to a primary and a secondary feature. The distances between the cluster centers approximate the distances D* and δ between the primary and a secondary bottleneck features.
In block 225, the potential density improvement ratio (PDI) is determined for each identified bottleneck feature that may be removed. The ratio (δ−D*)/D*, referred to as a Potential Density Improvement (PDI), defines the potential density improvement if the primary bottleneck feature e is removed. For example, if δ=0.5D* there is 100% density improvement due to the removal of the primary bottleneck feature. Similarly, if δ=0.5D*, there is a 50% improvement. Advantageously, the methodology can be utilized to further identify potential bottleneck features, if the first and the secondary features are removed.
The methodology advances to block 230 and the identified bottleneck features are ranked based on their PDI ratios. For example, the bottleneck features may be ranked by severity, which in this example ranges from 100% as the most severe to 0% as the least severe. The methodology returns to block 130 of FIG. 4A with the results of the density improvement analysis by modifying a bottleneck feature and continues. An example of a screen illustrating the density improvement analysis is shown in FIG. 17 at 90, FIG. 18 at 91, FIG. 19 at 92, FIG. 20 at 93, FIG. 23 at 96, and FIG. 24 at 97.
Referring to FIG. 4D, another example of a methodology for determining the potential density improvement ratio (PDI) for an identified bottleneck feature is provided that utilizes sequential feature elimination in order to determine the potential density improvement (PDI) ratio. This methodology may be utilized when the proximity query algorithm computes only the minimal distance between the mating boundaries. Also, this methodology may be utilized in analyzing subassemblies, since the effect of eliminating the bottleneck feature is directly calculated.
The methodology begins in circle B and advances to block 250. In block 250, the optimized component part density from the FIG. 4A is provided as an input. In this example, the optimized component part density represents the minimal distance D* and provides the coordinates of two points belonging to features c and e of the component part 50 as an input.
The methodology determines if feature e is a primary bottleneck feature. The component part is fit within a bonding box, as shown at 56. For example, if feature e is a primary bottleneck feature, it may be reduced by a predetermined percentage, such as by π1%. This will result in an l1% shrinkage of the binding box shown at 56′, while maintaining the minimal distance at D*, as illustrated in FIGS. 25 and 26 at 98 and 99 respectively. It should be appreciated that the distance between the secondary bottleneck features will also shrink from π to π′. If feature e is further cut by another l2%, then a similar shrinkage of the binding box 56′ will occur. The relationship:
πi =l i
between the change in the size of feature e and the size of the binding box in direction normal to the plane dividing the two parts is true as long as feature e is a primary bottleneck feature.
The maximal PDI that can be achieved by eliminating the primary feature is defined as the maximum shrinkage (dL) of the primary feature e for which the relationship πi=li is maintained. This relationship is expressed by the ratio:
PDI max =|D*−dL|/D*
The methodology advantageously utilizes the relationship between the changes in the shrinkage of the primary bottleneck feature and the binding box as an indirect indicator of the potential impact of a primary bottleneck feature.
The methodology advances to block 455 and identifies the feature. For example, the relationship between the depth of the cut and the shrinkage of the binding box in a direction normal to the dividing plane may be monitored to identify the feature. The methodology defines the symmetry plane as s, where:
S is the plane that symmetrically divides the two copies of the part and D* and the minimal distance between them.
The methodology advances to block 260 and defines the size of the binding box in the normal direction Li to the plane s.
s′,s″:Ax+By+Cz+D+/−0.5D*=0
The methodology advances to block 265 and selects point sets for the planes s′, s″ that define the boundaries of copy 1 and copy 2. In order to check for a bottleneck feature, a cut is made in a direction normal to the plane s, to eliminate a thin slice of points (of size δ) in the vicinity of the boundary plane. These points (x, y z) satisfy the inequalities:
|k(Ax+By+Cz+D+/−0.5D*)|<δ
where k is the coefficient normalizing the plane equation:
k=1/(A 2 +B 2 +C 2)0.5
The methodology advances to block 270 and N is defined as the number of points satisfying the inequality constraint:
N′i=card S′i
N″i=card S″i
The methodology advances to block 275 and the N points satisfying the inequality constraint are eliminated. For example the points S′i are eliminated.
The methodology advances to block 280, and the optimization algorithm is rerun using the remaining points. The methodology advances to circle A of FIG. 4B, and upon completion advances to block 285 and continues.
In blocks 285 through 335, the methodology determines the status of the bottleneck feature and any secondary feature. The methodology determines if the bottleneck feature has been eliminated by checking the new size of the binding box 56′. For example, in block 285, the coefficient C is defined by the equation
C=(L 1 −L 2)/δ
and characterizes the impact of the feature that is affected by the cut.
The methodology advances to diamond 290 and determines if the ratio of the number of points Ni removed by the current cut is less than a predetermined value:
(Ni−Ni−1)/Ni<0.05.
If the ratio is small, i.e. less than the predetermined value, the methodology advances to block 300. If the ratio is greater than the predetermined value, the methodology advances to diamond 295.
In block 295 the methodology determines if the bottleneck feature has been completely removed. For example, if the bottleneck feature is completely removed, then the change of the binding box will be greater then the slice thickness, i.e. the relationship
C′>1
indicates the complete removal of a bottleneck feature. If the bottleneck feature has been removed, the methodology advances to block 300. If the bottleneck feature has not been removed, the methodology advances to block 330, to be described.
In block 300 the maximal PDI is determined if the bottleneck feature has been removed by the maximal shrinkage of the binding box, as shown by the equation:
PDI max =|L 1 −L i −D*|/D*
Returning to block 295, if the bottleneck feature has not been removed, the methodology advances to diamond 330 and determines if the bottleneck feature is affected. For example, if the bottleneck feature is affected, the size of the binding box will shrink by δ and C=1.
If the bottleneck feature is affected, the methodology returns to block 255 and continues to remove the bottleneck feature. If the bottleneck feature is not affected, the methodology advances to block 335.
In block 335 it is determined if a secondary is now a bottleneck feature. For example, if the change of the binding box is less than the change due to slicing, i.e. the relationship
δ>L i −L i+1
and/or the number of points will significantly change.
The methodology also determines whether the current cut affects another feature. For example, the number of points Ni removed by the current cut is defined as:
N i=card{(x,y,z):|k(Ax+By+Cz+D+/−0.5 D*)|<δ}
If another feature is affected by the cut then the number of points will significantly increase, and:
N i+1 >>N i
In another example, the overall distance between the points removed by the cut is utilized to determine if another cut affects another feature. If another feature is not affected by the current cut, the overall distance between the points should remain the same, i.e. Ni*(Ni−1)/2, or the distances between all Ni points affected by the ith cut, is calculated. The methodology returns to circle A of FIG. 4B and continues.
Referring to FIG. 4E, another embodiment of a methodology for determining the potential density improvement, or PDI, is illustrated. In this embodiment, PDI is calculated directly. This embodiment is advantageously applicable to subassemblies. The methodology is called for from circle B of FIG. 4A and continues to block 350, with the user identifying subassembly parts. The user may be presented with a list of subassembly parts on the display screen.
The methodology advances to block 355 and the user selectively removes a subassembly. For example, the user may utilize the user input device to identify the subassembly to be removed.
The methodology advances to block 360 and the potential density improvement is calculated for the component part with the subassembly removed using the PQP methodology described with respect to FIG. 4B.
The methodology advances to block 365 and determines which subassembly removal resulted in the maximum density for the component part. Preferably, this is the subassembly that should be removed. It should be appreciated that this example may be combined with a visual display of the bottleneck features to improve its efficiency. The methodology returns to circle B of FIG. 4A and continues.
It should be appreciated that the above-described methodology is executable in an iterative manner. The user 26 may advantageously elect to selectively change a design parameter as part of a comprehensive packaging study for a component part.
1. A system for interactively optimizing shipping density of racked parts by a user comprising:
a remotely located computer system operatively in communication with said user computer system via said communications network, wherein said remotely located computer system includes a processor, a memory, and a data storage means;
a data storage device operatively in communication with said user computer system and said remotely located computer system via said communications network;
a computer-generated model of a component part stored in said data storage means;
a computer-generated model of a container for transporting the component part stored in said data storage means;
an executable shipping density optimization software program, wherein the user uses said user computer system to execute said shipping density optimization software program and to communicate with said remotely located computer system to interactively select said component part model, and said container, and said software program analyzes the shipping density of component parts within the container and identifies a feature of the component part having an influence on the density of component parts in the container.
2. A system as set forth in claim 1 wherein said data storage means includes a component parts library containing a mesh model of a component part.
3. A system as set forth in claim 1 wherein said data storage means includes a library of containers for shipping the component part.
4. A system as set forth in claim 1 wherein the shipping density optimization software program analyzes the cost of transporting the container using the optimized density of component parts in the container.
5. A system as set forth in claim 1 wherein said shipping density optimization software program determines a potential density improvement ratio for a feature of the component part if the feature is eliminated.
6. A system as set forth in claim 1 wherein a bottleneck feature is identified by measuring a distance between two copies of the component part in the container and determining if the measured distance is less than a predetermined distance.
7. A system as set forth in claim 1 wherein said container is a rack.
8. A method of interactively optimizing shipping density of a component part in a container using a computer system, said method comprising the steps of:
selecting a model of a component part, using the computer system, wherein the component part model is selected from a component part model database in communication with the computer system via a communications network;
selecting a container for transporting the selected component part, wherein the container is selected from a container database in communication with the computer system via the communications network;
determining an optimized density of the selected component part in the selected container using a shipping density optimization software program;
identifying a feature of the component part that reduces the optimized density of the selected component part and modifying the component part by eliminating the identified feature;
determining an optimized density of the modified component part in the selected container; and
providing the optimized density of the selected component part in the selected container and optimized density of the modified component part in the selected container to the user.
9. A method as set forth in claim 8 wherein said step of selecting a component part further includes the step of selecting a geometric model of the component part from a library of geometric component part models maintained in a data storage device.
10. A method as set forth in claim 8 wherein said step of selecting a container further includes the step of identifying parameters for a container and using the identified parameters to select the container.
11. A method as set forth in claim 8 further including the step of selecting a transportation means for transporting the container from the database.
12. A method as set forth in claim 8 wherein said step of optimizing the density of the selected component part further includes the steps of:
determining an orientation of the selected component part in the selected container;
determining a minimum distance between the selected component part and a reference copy of the selected component part;
reducing the minimum distance by a predetermined amount;
determining if a predetermined minimum distance threshold is less than the minimum distance and the reduced minimum distance;
continuing to decrement the minimum distance by the predetermined amount and compare to the predetermined minimum distance threshold if the minimum distance threshold is not less than the minimum distance and the decremented minimum distance; and
using the minimum distance to determine the optimized density of component parts in the container if the minimum distance is decreasing and the minimum distance is less than the decremented distance and greater than the predetermined minimum distance threshold.
13. A method as set forth in claim 8 wherein said step of identifying a feature that increases the density of the component part on the rack further includes the steps of:
determining a minimal distance vector between a point on a feature on the component part a corresponding point on a reference copy of the component part;
clustering the distance vectors to identify groups of points that belong to a same pair of corresponding features of mating boundaries;
identifying a primary bottleneck feature using the clustered vectors, wherein the points with the highest correspondence to the cluster center of points have the minimal distance (D*) between the pair of corresponding features of mating boundaries;
identifying a secondary bottleneck feature using the cluster vectors, wherein the points having the next highest correspondence to the cluster center identify a secondary bottleneck feature with a minimal distance;
determining a potential density improvement if the primary bottleneck feature is removed as a ratio of the difference between the secondary bottleneck feature and the primary bottleneck feature over the primary bottleneck feature; and
using the potential density improvement ratio to rank the identified primary and secondary bottleneck features.
14. A method as set forth in claim 8 wherein said step of identifying a feature that increases the density of the component part on the rack further includes the steps of:
using a minimal distance D* between a point on the identified feature on the component part to a corresponding point on a reference copy of the component part to determine if the feature is a primary bottleneck feature by shrinking the feature by a first predetermined percentage amount;
shrinking the feature by a second predetermined percentage amount;
determining a maximum potential density improvement, wherein the maximum potential density improvement achievable by eliminating the primary bottleneck feature is the maximum shrinkage (dL) of the primary bottleneck feature and the predetermined shrinkage percentage is equal to the shrinking of the binding box maintaining the minimum distance D*;
identifying the primary bottleneck feature using the relationship between the depth of the cut and the shrinkage of the binding box in a direction normal to a dividing plane;
optimizing the density of the component part in the container with the identified primary bottleneck feature eliminated; and
determining if a secondary feature is now a primary bottleneck feature.
15. The method of claim 8 wherein the step of identifying a feature that increases the density of the component part on the rack further includes the steps of:
sequentially removing a feature from the component part;
determining the potential density of modified component parts in the container; and
identifying the modified component part with the maximum potential density improvement.
US11229082 2005-09-16 2005-09-16 System and method of interactively optimizing shipping density for a container Abandoned US20070067146A1 (en)
US11229082 US20070067146A1 (en) 2005-09-16 2005-09-16 System and method of interactively optimizing shipping density for a container
US12506553 US8275583B2 (en) 2005-09-16 2009-07-21 System and method of interactively optimizing shipping density for a container
US12506553 Continuation-In-Part US8275583B2 (en) 2005-09-16 2009-07-21 System and method of interactively optimizing shipping density for a container
US20070067146A1 true true US20070067146A1 (en) 2007-03-22
ID=37885302
US11229082 Abandoned US20070067146A1 (en) 2005-09-16 2005-09-16 System and method of interactively optimizing shipping density for a container
US (1) US20070067146A1 (en)
Capoyleas et al. 1996 Generic naming in generative, constraint-based design
Shamir et al. 2000 Multi-resolution dynamic meshes with arbitrary deformations
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