Blog Archives

Top 50 Multi-Agent Signal Transmit Tech in Virtual Reality Application Utilise "Digital Twin" Component Engineering

3/25/2018

Multi-agent systems will drive field of artificial intelligence digital application, using principles of component-based engineering, distributed decision making, parallel and distributed computing, autonomous computing, and advanced methods of interoperable/Integrate.

Operation of an agent-based system is based on interactions of autonomous, optionally self-interested, and loosely coupled entities – agents.

Processes characterised by materiel decomposition or possible computation distribution, can be solved by multi-agent systems very well. Moreover, the multi-agent system offers superb run-time digital integration capacity and changing reconfiguration, and autonomous delegation abilities.

There are several typical application areas of the agent technologies relating to product manufacturing. In production must solve highly complex planning problems need to control quickly changing, unpredictable and unstable processes.

In production there is also potential for agent-based diagnostics, repair, reconfiguration and replanning. In the domain of virtual organisations and supply chain processes, there are requirements for forming business alliances, planning long-term/short-term cooperation deals, including reconfigured supply chains.

Here we also can use multiple agent technologies for agents’ self-unique info capacity maintenance and specification of service interoperability across the supply chain. In the domain of digital network-based business agents, technologies can be used for shopping, information retrieval and searching, remote access to information and remote system control.

Another important application domain is logistics. Multi-agent systems can be used for directing production and materiel transit/handling, optimal planning and scheduling, especially in cargo transit and, military manoeuvres, etc. There is a nice match of the agent technologies with mobile operators networks, also simulation and predication of alarm situations, prevention to overload and intrusion detection.

For production support, creating an agent certification process can be successfully used for an integration of computing equipment already existing in the enterprise. Existing facilities can be extended by newly designed agents for planning, info transfer and digital visualisation.

For physically distributed production units, it's advantageous to decompose and distribute the planning problem. System can utilise established predictive digital tools for distributed planning and replanning.

Agents usually form local plans, optimise them local and later merge them e.g. by negotiation and selecting options. Another advantage of agent-based approach is its ability to process relevant production stats distributed across the entire enterprise or supply chain.

The classical approach when info collected and processed centrally is difficult especially when batches are voluminous and change frequently. Distributed approach allows proactive processing at the place of their origin and to exchange only necessary results.

The agent-based technology certainly does not provide an uncomplicated solution of planning problems. However, the concept allows integration of heavy-duty artificial intelligence problem solvers--such as constraint satisfaction systems and linear programming tools by its transformation into specialised agents.

Multi-agent solutions exist for low-level scheduling or control systems as well as product-configuration and quote phases to be used for short- and long-term production planning and supply chain administration.

Multi-agent systems on intra-enterprise level and extra-enterprise level are independent in the digital population point of view. Agents used on intra-enterprise level are operating inside an enterprise represents many units or processes in the unit. On extra-enterprise level, whole unit is represented by a single agent, providing all abilities and services, available in the company.

If agents on both levels are used, a special agent can exists that bind both levels together. For digital application purposes, both levels can be modeled together to study and improve their abilities.

Multi agent systems can be used also for a digital simulation and modeling of the production process or the supply chain, where they easily simulate an independence of involved parts. These tools can help to answer non-trivial tasks – how changes in single component will affect the production process or supply chain as a whole.

Multi-agent systems are robust and provide easy integration of digital behaviour with existing computing systems. Agents technologies are suitable for domains with the following properties:

1. Domains exist for applying of multi-agent systems in production support

2. Intra-enterprise production planning

3. Extra-enterprise production planning

4. Production simulation.

5. Highly complex systems to be controlled

6. Distributed information not available centrally

7. Domains with quickly changing scenarios and problem specification

8. High number of heterogeneous systems to be openly integrated

9. Cooperation of independent units

10. Coordination of virtual organisation.

　
Top 10 Situational Class Identification of Virtual Reality Enterprises

To support function of Virtual Enterprise-- independent of Virtual Enterprise size there is a need for a Virtual Enterprise coordinator. to monitor distributed business process Job Status and comparing it to Virtual Enterprise plans as described in the contracts.

In the case that an enterprise fails to perform its duties, the Virtual Enterprise must be reconfigured to replace the failing enterprise with another one. To support this functionality it is nice to have a distributed digital process plan/model tool to allow for re-planning and re-scheduling of business processes.
　
1. Typical virtual enterprise to include large scale engineering systems involved in system build-- emphasis is put on operation of virtual enterprise and on the support for business process definition and supervision.

2. Network topology situations show variable characteristics some enterprises can join or leave the alliance according to the phases of the business process or other market factors.

3. Duration of some alliances of virtual enterprises established towards a single business opportunity, and are dissolved at the end of such process

4. Many sectors have established supply chains with an almost fixed structure-- little variation in terms of suppliers or clients during the virtual enterprise life cycle consider temporary interaction with non-member enterprises such as occasional suppliers

5. Supporting infrastructure must handle many virtual enterprise participation spaces and cope with strict cooperation and information visibility rules, to preserve the requirements of every individual enterprise

6. Dominant company defines "the rules of the game" and imposes its own standards on others in terms of business process models, information exchange mechanisms and access rights

7. Different organisation can be found in some supply chains, without a dominant company so nodes cooperate on an equal basis, preserving their autonomy, but joining their core competencies.

8. Once successful alliance is formed, companies may realise the mutual benefits of joint control of resources and skills tends to create joint coordination structure

9. Visibility scope related to the topology and coordination i.e., how far, along the network can one node see the virtual enterprise configuration like direct neighbors ie, suppliers, clients

10. Monitoring of order fulfillment, planning, scheduling, workload distribution are examples of advanced task supervision and virtual enterprise coordination to include extensive visibility scope agreed in enforced contracts among all members

Top 10 Work Plan Composition Steps from Task Force on Architectures for Virtual Enterprise Integration

Integration of virtual enterprises must be developed and their use must be populated through examples and application experiences. The objective is to develop and validate a step forward in the state of the art of Digital Architectures for Enterprise Integration.

First objective consists of architecture section selection to describe and present all the necessary activities to establish, carry out and complete an enterprise integration programme for any kind of enterprise.

Requirements and components are put together by digital standards teams. Any kind of proposal for an enterprise integration reference architecture can be evaluated under certification criteria.

Although established architectures have many good points, all these architectures can be improved, since they have not completely generated the necessary digital modeling techniques and adequate execution tools for the different kinds of enterprises.

One particular architecture has been focused in the problem of virtual production enterprise integration

1. Create methods describes whole life cycle of a virtual production enterprise, including the design transactions among potential partners as part of the strategic activity.

2. Establish set of Reference Models to allow the representation of virtual production relationships to include design system teams, the operational business process and external constraints

3. Stand up performance measurement systems to help in assessment, decision-making and control of the production virtual organisation.

4. Utilise computer engineering tools to solve specialised problems of the production business.

5. Employ Information Infrastructure model to support all the Virtual production Enterprise activities.

6. Build existing complementary approaches in only one architecture.

7. Improve result architecture incorporating new techniques, methods, models and templates.

8. Validate usability and application, carry out real enterprise integration projects, mostly in sectors with small and medium-sized enterprises

9. Organise knowledge and experience obtained in primary architecture

10. Develop particular architectures and specialised tools focus on necessities of every type of enterprise activity.
　
　
Top 10 Production Planning System Based on Major Job Site Work Activities

All production activities can be separated into planning and control of daily activities being digitally structured along with work objects.

Digital behavioural structure of production order and information generation based on grouping of planning and control of daily activity aspect. Each item is lined up with considered activities, objects and each corresponding subsystems.

Digital framework for production work flow system is designed where each team activities and those objects are connected with administration functions.

1. Make priority Job Site planning composed of facility layout/process outlines

2. Determine production along with build capacity based on facility layout

3. Utilise Work space to form plan for Job Site specification assign based on process plan

4. Generate work order description by input of block design metrics

5. Select production techniques process planning

6. Design product work sequence parameters

7. Estimate lead time of each production process by control of available resources/capacity.

8. Assign schedule plan of production strategy and materiel procurement of Job Site

9. Create short-term and mid-term schedule to consider available resources

10. Assess Production volume of each Product and estimated Labour

　
Top 10 Limitations of Engineering Digital Informatics for Design/Use of Structures/Systems

Many weapons system products have lifecycles spanning multiple decades e.g., aircraft, ships, power generation equipment with design repositories and digital product lifecycle systems models readable most of the time.

Digital product models can have longer lifespan than information formats, application and computing platforms used to create the model. And info must be writable as well as readable if a digital product model, or its supporting information, needs editing at some point during the product lifecycle.

Engineering informatics facilitates practice of engineering to achieve military objectives supporting semantic codification, organisation, exchange, sharing, decision-making, storage, and retrieval of digital objects characterising the multi-disciplinary domain of engineering.

It is critical for engineers that digital models and systems they build today be extensible and reusable by subsequent generations of tech workers.

Many difficult problems must be addressed, since it requires combining many different types of technologies, e.g., information science, product engineering, and other engineering specialties

Even without addressing issues specific to engineering, the general problem of long-term digital preservation has several important issues to address.

1. Complex and open-ended

2. Long-term archiving requirements

3. Cost/benefit model to rationalise archiving

4. Establishing formal standards

5. Building application domains

6. Long-term retention of knowledge

7. Efficiency of archival procedures

8. Definition of policy guidelines

9. Metrics and archival method/protocol

10. Institutional support for archiving

1 Comment

Top 10 "Digital Twin" Simulation Framework Weapons System Product Design Include System Performance

3/17/2018

1 Comment

Many advances in “Digital Twin” technology used by design tools have come about recently, so Navy has the responsibility to evaluate tools and processes in order to develop the next generation early stage ship design work space so we do not continue to design tomorrows ships with yesterdays tools.

Here we present “Digital Twin” solutions to application of product model technology, high performance computing, and early stage design tools playing an important part in the development of future Navy Ships. The subject of design tools is explored from the perspective of how they improve the early stage ship design process as well as their role in gaining insights and supporting oversight during the detailed ship design and construction phases.
　
Change is a permanent fixture to the acquisition process, and open architectures and the availability of standards for the definition of product models has the potential to improve the early stage design process. Until recently, investigation into simulation-based shipbuilding systems and their applications have been incomplete, and design demonstration of constructed ships is only partially done for use in sales or assembly simulation of welding robots.

Efforts aimed at the realisation of virtual shipyard in an integrated work space have yet to be conducted since new concept ships include thousands of different parts and, therefore, the performance and cost of new computing power to process huge amount of information can be difficult to achieve.

But there are important reasons more investigations have yet to be conducted. Generally, shipbuilding is order based and a new design is made for each new ship. Furthermore, the whole process from contract and design to building happens concurrently.

The cycle of design/manufacturing/ maintenance is repeated, where through each stage, information becomes more detailed. Many processes are mainly dependent on agent labour quality and require qualitative information making it difficult to extract detailed information in early stages. The only possible way to overcome these limitations and reduce the lead-time of the process from design to manufacturing is through the use of computers.

Since computers are already widely used and the current level of their usage is very high, simulation-based shipbuilding process can lead to greatly reduced manufacturing time than can conventional sequential process from design through process planning to manufacturing. Evaluation of production capability in the early design stage is very important. The importance is manifest in relations between production cost and the possibility of cost reduction. In other words, early evaluations of design and manufacturing activities occupy a low percentage of total cost, but they have big effects on cost reduction and product quality.

However, in general, early evaluation requires a vast amount of information on design and manufacturing, and frequently it is not an easy task. If a simulation-based shipbuilding system is used, all elements and activities both in design and manufacturing that are required for product development will be modeled in a computer-based product model, and the whole design and manufacturing process can be simulated in computer working space.

In the concept design phase, the ship design organisation should explore large sets of potential design alternatives using design space exploration and automated visualisation tools to rapidly populate a design space with performance, cost, and risk metrics. There are several areas of improvement that have been identified to fill in a complete toolset for concept design. As we continue to identify and prioritise working toolsets, actions should be taken to improve those areas.

During this phase the level of detail may be relatively low, but the design is extremely dynamic with goal to identify solutions that are feasible. New tools will quickly at a low level of detail identify windows of feasibility considering many variables including; cost, weight, arrangeable space, powering, and many others.

Ships are large and complex products and have a long development cycle. It is widely recognised throughout the engineering world that decisions made during the conceptual design phase have the largest impacts on cost, performance, and schedule. Many of the critical requirements levied on a warship require complex assessments to verify that they are met such as hull fatigue life, vulnerability/shock performance, signatures, and topside sensing/communication performance.

High level of design definition is required and is typically not available until the detailed design and construction phase. In the current design efforts, results verify if a ship design meets its requirements come after their opportunity to influence the design. Because of the limited amount of tool integration, and a manual ship design definition process, the Navy enterprise usually driven to select one design alternative early in the design process. Much of the rest of the design effort is spent detailing and reworking this single alternative to meet the requirements and cost goals.

Decisions made early on in the ship design process have large impacts on ship functionality that are not quantified until the design is mature. Often these impacts are only vaguely understood at the outset of the design cycle, and by the time that the impacts are fully understood it is too late to make significant changes. An example of this could be the vulnerability of the ship: in order to asses vulnerability, a detailed layout of compartments and distributed systems is needed, but early on in the ship design, when sizing decisions are made, detailed layouts are not available and a ship designer has little more than rules-of-thumb to base these crucial decisions upon.

To establish a simulation-based shipbuilding work space, the most important factor is successfully resolving the planning problem. Planning in the shipbuilding process is the process of devising method to minimise effects of design change and delay, supports the appropriate manufacturing method, and maximises the usage of resources in decision making.

But if planning and production are done without the optimisation of decision making during the design and manufacturing process, unexpected delays, unwanted modifications, and various other problems may occur. In other words, to solve problems after the beginning of the planning and production requires changes in plans such as the reassignment of resources. In short, in order to accurately plan the shipbuilding process, the technology for implementing dynamic simulations is required.

With High Performance Computing as an enabler, the vision is to explore all downstream implications of decisions made during the initial concept development and apply that knowledge as early on in the design process as possible. In the vulnerability example used above, for instance, an automated tool could rapidly produce a full range of feasible ship arrangements from a basic shell of a ship, and then a vulnerability assessment could be performed on each of these many design variations and the resultant range of achievable levels of vulnerability can be fed back to the designer—with all of the highspeed computation happening behind the scenes so designers are instantly aware of the vulnerability implications of the sizing and arrangement of the ship.
　
Ship Design involves complex interactions between many disciplines, and reconciling the needs of one system against others becomes a delicate balancing act. The convergence of various discipline-specific ship models into a valid single design is made up of discipline specific modules i.e. hull geometry, gross arrangement, hull structural design, resistance and propulsion, power plant sizing, weight estimation, and area/volume.
　
With spiral design approach disciplines are addressed one at a time before moving to the next one, and multiple iterations are performed through the spiral process in order to converge into a single solution. Each loop is a serial process that must be done in order, and control of each design variable must be carefully executed. The tech modules are highly coupled so that the dynamic process of integration is stable and converges on a solution.

In a Set-Based Design approach, which has been identified as a preferred approach for the development of future Navy design efforts, discipline-specific designs are done in parallel across a broad design space. This process is designed to improve the flexibility of the design by delaying key decisions until the design space is fully understood, but the parallel nature of the approach also makes it an ideal fit for High Performance Computing HPC application.

Set-based design relies on engineering interaction and judgment for creating the set information from each discipline and integrating the results from multiple disciplines in order to find a set of possible solutions. The vision for Navy design tools is to move to a automated high-end toolset that integrates many information dense design definition tools with high fidelity physics-based analysis tools.

This toolset will be able explore many ship design alternatives to populate a feasible design space. This design space will be used to perform real time agent-based cost-benefit trades on ship configurations during the requirements definition process.

There systems could be used to explore the design space to ensure correct design is selected before signing a contract to build a ship. Direction outlines types of tools and tool developments needed. Accomplishing these ambitious goals will be a challenge, but is essential for crafting affordable, executable ship programs for future missions.

Current applications have been built and maintained by the Navy to function as principal tool used in earliest stages of ship design by combining ship design disciplines into one integrated whole-ship model that represents a balanced design, but does not produce the level of design definition required for many of the higher-level assessments required in the later stages of ship design.

When a design progresses beyond concept design to the stage where a more detailed assessment is required, the design integration provided between disciplines by current applications is lost. Existing tools typically require their own custom format of input and most time is spent preparing the input, often manually recreating design essentials already created in another tool. This recreation accounts for most of the time, cost, and error associated with assessments.

The effort to solve this time-delay and configuration control issue between high-end tools is focused on digital representation of the ship designed to be expansible to include all information necessary to perform any assessments and store the results of those assessments, functioning as operational hub, while detailed discipline-specific tools represent the spokes in a ship design cycle.

In addition to the issue of configuration between disciplines, many aspects of ship design do not have sufficient tools and models in existence, and increasingly rely on subjective engineering judgment. For instance, we are often looking at new and innovative ways to estimate ship manning requirements or sustainment costs at an early stage. But developing and improving the individual high-end tools is is not as simple as implementing direction into a computer system.
　
Tools need to be verified and validated; problems must be easy to set up and run; structural process generation must be easy and quick; tools must be built to run effectively and efficiently on massively parallel computers; and, results must be timely. Many of the tools we use are highly specialised, and not employed for practical use beyond ship design. Results must be visualised and packaged in a way so it is easy to understand by both the design engineers and programme executives so smart and timely decision making process is well-executed.

To establish a simulation-based shipbuilding work space the most important factor is successfully resolving the planning problem. Planning in the shipbuilding process is the process of devising processes that minimises the effects of design change and delay,

supports the appropriate manufacturing method, and maximises the usage of resources in decision making.
However, if planning and production are done without the optimisation of decision making during the design and manufacturing process, unexpected delays, unwanted modifications, and various other problems may occur. In other words, to solve problems after the beginning of the planning and production requires changes in plans such as the reassignment of resources.

In short, in order to accurately plan the shipbuilding process, technology for implementing design simulations is required. Simulation-based shipbuilding based on 3D systems can be described as a concept that enables the product and process simulation of a wide range of the whole of the product life cycle including the design, production, and maintenance under virtual computer work space.

To realise simulation-based shipbuilding, it is necessary to perform both function modeling of the design and operational resources related to ship functions based on a 3D virtual ship prototypes and process modeling of the manufacturing processes, plans, and manufacturing resources. The results of this modeling and information of virtual ship prototypes must be shared between shipyards, programme offices, engineering firms, etc.
　
Ultimately, our goal is to shrink the time required to generate a sufficient amount of information to make informed design decisions early in the ship design process before the requirements are set and cost of the ship is locked in. By considering an integrated computational ship model as a “virtual prototype,” several design iterations are possible in a far shorter amount of time than a single design-build-test cycle of a traditional prototype.

Decisions made early on in the ship design process have large impacts on ship functionality that isn’t quantified until the design is mature. Often these impacts are only partially understood at the outset of the design cycle, and by the time engineers figure out the impacts it is too late to make significant changes. Take for example assessement of ship vulnerability requires detailed layout of compartments and distributed systems, but early on in the ship design, when sizing decisions are made, detailed layouts are not available and a ship designer has little more than rules-of-thumb to base these crucial decisions upon.

With High Performance Computing acting as an enabler, the vision is to explore all downstream implications of decisions made during the initial concept development and apply that knowledge as early on in the design process as possible. In the vulnerability example used above, for instance, an automated tool could rapidly produce a full range of feasible ship arrangements from a basic shell of a ship, and then a vulnerability assessment could be performed on each of these many design variations and the resultant range of achievable levels of vulnerability can be fed back to the designer—with all of the highspeed computation happening behind the scenes. Thus, the designer is instantly aware of the vulnerability implications of the sizing and arrangement of the ship.

The function model has a close relation with ship design. To be a virtual prototype that is meaningful in engineering sense, its behaviour should be exactly expressed. In other words, behaviour based on physical characteristics should be expressed. In this sense, the function model is the model used for expressing the behaviour of its object system in the simulation of provided functionalities. It should convey system behaviour pattern and output responses to control input.

The function model must be able to take input from other system models, and provide output for the simulation of other systems. Also, it should be connected with the geometric and characteristics portion of the product model. The process model is an indispensable model for ship manufacturing- requires the expression of the product and process. In other words, not only the information of the product to be produced, but also the assembly sequence, the manufacturing technology or assembly process according to the production plan should be incorporated as well.

In addition, as an example of the process model, it includes certain behaviour to quantify events happening during the building process such as welding distortion. To express many production patterns of ships, multiple process models are required. The creation of building models plays an important role in the creation of adequate virtual prototypes or production of prototypes.
　
The virtual prototype is in the form of a product model, function model, and process model combined, and should be manipulated in virtual workspace. For the virtual prototype to achieve the real time response required for design and development, a high power computer that can recalculate the vast geometry info that composes a part of the product model is required.

Currently, computer systems that can process such a large amount of digital parameters in a design work space is just now becoming available.. However, designers, developers, operators, and manufacturers use only part of product model warehouse according to their needs, therefore, a collection of small prototypes adequate to each function rather than one complete prototype with all the necessary functions is more realistic.

In addition, for the efficient operation of simulation systems using virtual prototypes, an important issue to resolve is real-time processing in the area of high performance visualisation. While many computer systems focus on 3D solid objects, high performance visualisation focuses on surface rendering. The basic expression unit of an image is the polygon, and frequently millions of polygons are necessary for realistic frames. In this sense, partial simplification is necessary for product models to perform as geometry models for virtual prototypes.

Statistics are now available to engineers through automation and high-speed computing, to allow for better capture of uncertainty into the design process, but it allows several single aspects of a ship design to be explored comprehensively on their own before comparing them to ensure convergence and feasibility of the ship design as a whole.

In addition to linking ship structures, hydrodynamics, and susceptibility models for instance, the front end can link to force models and the back end can link with cost and affordability models to provide a full picture to decision makers so that timely decisions can be made with confidence.

Current next generation shipbuilding systems automate conventional processes and increase productivity and quality, but they are limited in introducing fundamental changes to conventional processes or accepting rapidly advancing technologies efficiently.

Recently, much attention has been paid to simulation-based manufacturing, which can model and simulate the whole process of manufacturing products including the design.

This simulation-based manufacturing environment is called virtual manufacturing, digital manufacturing, or virtual factory, and it is implemented in concepts such as virtual shipyards, and digital shipbuilding.

In order to develop practical systems based on contract provided here, a product model based 3D system is required. Furthermore, technologies for the process of block stand-up, assembly, processing, cutting, and testing should also be developed with operational verification.

In the future, by applying virtual simulation technology to the design, modeling, simulation, manufacturing, testing, and information systems under simulation-based manufacturing environments, a basis for concurrent engineering systems can be built and will be a principal factor affecting the competitiveness of the shipbuilding industry.

Here, we have discussed the emerging tools, modeling, and product info integration work space being developed to support early stage of Navy ship design. It is true Navy ship design was performed well before any of the advanced computational capabilities we seek today were available, but with current constraints to include rising cost of ships and the increasing complexity of technology, we cannot afford to not have the most powerful tools available.

Leveraging the power of “Digital Twin” Simulations to design, build, deploy and sustain the ships of the future while improving on existing process tools is likely to become even tougher to figure out.

1. Virtual Shipbuilding Solution Test Space

2. Function Simulation Process Simulation

3. 3D product Model System

4. Virtual Dock Assembly Simulation

5. General Equipment Arrangement

6. Planning & Scheduling Resource

7. Process Resource Transportation

8. Job Resource Worker, Operator

9. Operation Resource Workplace

10. Design Resource Performance

1 Comment

Top 50 Tips Determine Working Test/Evaluation Status for Prototype Deal Division of Engineering Tasks

3/1/2018

3 Comments

Before release of a formal Request for Proposal to build Weapons Systems, DoD must hold Industry Days to inform contractors about prototype technical requirements, acquisition goals and test/evaluation strategies, soliciting industry input for all weapons system prototype programmes and make sure communications between contractor and DoD are not limited as has often time been the case in past formal source selection process.

Prototype Test/Evaluation stakeholders must establish groundwork to achieve opportunity for free and open communications. In making deal. And emphasise the importance of prototype test/evaluation requirements such as use of test beds, virtual prototypes, incremental test/evaluation and fielding, having interoperable architectures and identification of specific ranges to resolve test/evaluation complexities and mitigate actual or anticipated risks to prototype programmes.

1. Use Prototype Test/Evaluation Strategy to emphasise importance of overall technical approach make system requirements available to industry, in accordance with DoD Component direction and guidance.

2. Discuss Prototype test/evaluation and any trade studies conducted during requirements generation process with emphasis to remain on resulting performance requirements and not on specifics alternatives.

3. Investigate potential prototype test/evaluation solutions responsive to requirements but DoD must avoid becoming fixated on certain solutions.

4. Be aware of situations in prototype construction where user is blinded with preference, acquisition team focuses on solution that works, and industry has exclusive solution it wants to sell.

5. Focus on establishing cost-effective prototype test/evaluation processes and events to generate technical and operational metrics so stakeholders make informed decisions.

6. Must have clear understanding of prototype system/subsystem requirements, encourage contractors to provide status updates of test/evaluation approach.

7. Address prototye test/evaluation strategies and how it was established to reinforce the importance of process/schedule valued by programme office

8. Provide for open one-on-one sessions to facilitate prototype construction but be careful to provide all contractors with equivalent information about requirements without giving away potential solutions offered by other vendors

9. Identify technical prototype areas of interest and encourage prospective vendors to provide information, insights, and suggestions to facilitate process transitions

10. Establish sound performance requirements and well-structured prototye test/evaluation approach and do not lose control of agenda and topics to industry

Top 10 Steps Define Field Level User Prototype Requirements/Constraints Impact Materiel Supply Transit Process for System Capability

Here we outline current intent, contents, and structure of challenging conditions in prototype system product support case studies. Over time, as smart logistics programmes implement/apply prototype models derived from acquisition case studies, more corresponding guidance will be issued by Site Visit Executive.

1. Prototype Availability/ reliability parameters must be explained and guide trade-off studies of mission capability and operational support, defining baseline against which the new system will be measured.

2. Prototype Performance factors need to be matched up with user needs into clearly defined system parameters and allocate/ integrate parameters to relevant disciplines needed to realise success.

3. Create prototype systems engineering attempts to optimise effectiveness, affordability of systems capability to make sure the question What are the user needs and constraints? is answered before designing the answer.

4. Execute top-level prototype programme plan for achieving required available/reliable to ensure requirements are achievable. Through understanding user needs and constraints, new capabilities begin to be defined.

5. Establish case for a materiel prototype approach to resolve gaps in capability to acquire quality products are required, balancing process of satisfying user needs while improving mission capability and operational support and adhering to scheduling constraints and justifiable acquisition costs.

6. Set aside time and resources for prtototype capability assessments to measure and characterise current operational experience, organise metrics and supply line performance to reach conclusions about the causes of shortfalls.

7. Imperative to understand prototype subsystem design complexity and influence on availability/reliability. Capabilities-based approach leverages expertise of all service directorate activities defining new capabilities.

8. Establish primary focus of prototype design to ensure joint force is properly equipped and supported to perform across disciplines to identify improvements to existing/new capabilities of training at Job Sites and define availability/reliability levels in category of materiel.

9. Establish goal to inform and share prototype information among decision makers tasked with design, buy, use, and system support to include user requirements, and how system will be used or potentially miss targets.

10. Structure assessments for description of prototype use/support location, constraints on what support is available for system and establish channels for making information available to decision makers

Top 10 Site Visit Executive Establish Coordination of Prototype Capabilities for Field Level Support

1. Authorises maintenance materiel allowance lists made available at job sites requried for prototype deployment activities

2. Provides guidance on procedures for prototype tech direction/review at each operational use functional level responsible

3. Directs prototype system design to reduce redundant, time-consuming, unnecessary reporting compatible at each operational field level

4. Provides on-site prototype performance improvement direct service/support to requesting activities

5. Plans, designs, develops and implements prototype decision support info systems affect life cycle

6. Provides prototype tech support to maintenance/logistics engineering and support training programme implement

7. Budgets for, funds and procures from industry all prototytpe materiel requirements

8. Allocates prototype materiel, refers requisition to meet requirements at stock points

9. Maintains, positions and provides materiel support for prototype system catalogs

10. Determines prototype system assets rework requirements of field-level use of components to be processed at job site

Top 10 Weapons Systems Assembly Sequence Planning Application for Mixed Prototype Trade-Offs

Assembly sequence planning for prototype products has always been a difficult task for engineers-- it is very difficult to formalise proofs of expert assembly planners. But automatic sequence planning systems can generate set of feasible sequences based on identified constraints.

Virtual Reality working space interface mixing the real prototypes and virtual prototypes provides a better working space for users to experience the realistic tactile experience of assembly operation and identify the assembly constraints.

Initial constraints are imported into the Automatic Assembly Planning System to generate the feasible sequences so planners can view and verify the feasible sequences in the virtual reality working space to identify new constraints and decide on requirements change criteria e.g., cost, number of orientations, etc.

Although the answers to these questions are very context dependent, basically we can make a decision based on the following aspects.

1. Design Strategy must obtain economies of scale in customised productions so standard components of prototypes have become very popular in manufacturing industry.

2. In mixed prototyping concept standard parts must normally be real components since they can be found easily in stocks.

3. For some fixed prototype designs that do not need to be changed much, can use real components through conventional rapid prototype technologies.

4. Customised parts must be evaluated and revised many times, virtual prototypes are used since flexible for modification.

5. During an assembly process impossible to connect two real prototype components using a virtual component to obtain realistic feedback-- cannot stack a real component on a virtual component.

6. Using the largest component of an assembly as a virtual part is not ideal if several other real and virtual parts are connected to it.

7. Parts where several prototype components are to be assembled, such as the base part, would serve better if they are real.

8. Some prototype workspace and assembly parts cannot be completely defined and simulation is so must use real components as much as possible.

9. If prototyping cost of some components is very high, try to use virtual prototypes even though designs are already fixed.

10. Prototype users can obtain more realistic assembly parts sensory feedback based on real components as compared to virtual components.

Top 10 User Interactions of Assembly Parts Load Into Prototype Simulation Scene Sample Position Constraints of Surrounding Objects

1. Detection of collisions between the manipulated/surrounding objects is continued until there is a collision.

2. Additional testing is made for possible assembly contacts between the surfaces of the collided objects.

3. Constraint is recognised if geometric surface elements of the collided objects satisfy conditions of a particular constraint type within a predefined tolerance.

4. Current implementation can recognise surface mating conditions such as against, coincidence, concentric, cylindrical fit and spherical fit.

5. When a constraint is recognised, feedback is provided to the user by highlighting the mating surfaces.

6. New constraint identification is ignored if the user continues to move the object to invalidate the condition for the constraint.

7. If user decides to accept the new constraint, the surface description of the mating faces and the type of constraint to be satisfied are sent to the constraint authority

8. Recognised constraints are satisfied by the constraint authority and the accurate position of the collided assembly part

9. When conditions allow for rigid body motions identification info is sent back to scene graph.

10. Information used by scene graph defines precise position of collided assembly part.

3 Comments

Top 50 Multi-Agent Signal Transmit Tech in Virtual Reality Application Utilise "Digital Twin" Component Engineering

Top 10 "Digital Twin" Simulation Framework Weapons System Product Design Include System Performance

Top 50 Tips Determine Working Test/Evaluation Status for Prototype Deal Division of Engineering Tasks

Site Visit Executive

Archives

Categories