In my diploma thesis, I developed the model of a linear actuator for the control purposes. The first part summarizes the literature research of currently available linear actuator systems. The work further describes some of the capabilities of the simulation environment Matlab which was used for the creation of the computer model of linear actuators. In the last part, this theoretical model is compared with already available physical model of the system.

This thesis deals with automated tuning of drive controller. To achieve this goal, system identification is needed. Therefore, the issue of identification is described at the beginning of this thesis. Spectral analysis was selected from many described methods. It was implemented in Matlab and also in C# language where was used averaging and Blackman-Tukey method. The C# application is linked to Beckhoff TwinCAT 3 and TwinCAT 2 runtime sytems that enable connections with real drive. Next, the problem of drive regulation is discussed and the results of using spectral analysis on real drives are shown. At the end of the thesis is described the algorithm of setting the speed controller with different types of frequency converters.

The high price of batteries in working machines with electric drives offer a potential for investment in energy-saving hydraulic systems. The decentralized power network opens up new approaches for hydraulic- and hybrid circuits. In addition, the regeneration of energy can be used at any point of the machine. For the example of an excavator arm drive with a double cylinder two compact hydraulic circuits are presented, which relieve a central hydraulic system.

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The UPL-300 is a fully electric wheelchair lift for trains. Many wheelchair lifts for trains exist on the market but the vast majority are driven by hydraulics. Electric drive prevents potential hydraulic fluid spills and negates the need for special disposal of the fluid. The aim of this project was to improve this lift because it struggled to compete on that market and no longer met industry standards. This project first identified which areas of the UPL-300 needed improving and then worked on two of these areas, the linear drive unit (LDU) which enables the lift to go up and down and the wall brace which connects the linear drive unit to the wall of a train car. The results were a design document for the wall brace and a new design for the LDU. The wall brace design document aimed to simplify and expedite the design process of the customer specific wall brace. The new LDU cut the cost for the lift significantly and fulfilled the requirements of modern standards. The design of the new LDU is easily scalable and has the potential to be used as a linear actuator in other products. The improvement analysis, together with the other work done in this project, laid a strong foundation for future work to improve the UPL-300 fully electric wheelchair lift for trains.

Solid State Drives (SSD) blir idag allt vanligare som lagringsmedium och håller på att bli ett alternativ till magnetiska hårddiskar. Denna studie+ har undersökt hur man på bästa sätt kan utnjytta SSDer i en MySQL-databas. Undersökningen genomfördes med hjälp av experiment där prestandamätningar gjordes för att få en klar bild på i vilken konfiguration av SSDs som ger bäst prestanda i MySQL. Mätverktygen som användes var sql-bench och mysqlslap.   Resultaten visar att en databas på en enskild SSD presterar lika bra som en databas med  SSD-cache  under  majoriteten  av  mätningarna  och  visar  bättre  resultat  än resterande konfigurationerna som var en databas på hårddisk och transaktionsloggen på en SSD. / Solid State Drives (SSD) are now becoming  more common as storage and is about to  become  an  alternative  to  magnetic  disks.  This  report  studied  how  to  best  utilize SSDs in a MySQL database. This study was carried out using experiments in which performance benchmarks were made to get an accurate view on which configuration of  SSDs  that  gives  the  best  performance  in  MySQL.  The  benchmarks  where  made with sql-bench and mysqlslap.   The  results  indicate  that  a  database  using  only  SSD  storage  performs  equal  to  a database of solid-state cache under the majority of the tests and shows better results than the remaining configurations that include a database on a single hard drive and a configuration with the transaction log on a SSD.

The ability to accurately predict an impending hard disk failure is important for reliable storage system design. The facility provided by most hard drive manufacturers, called S.M.A.R.T. (self-monitoring, analysis and reporting technology), has been shown by current research to have poor predictive value. The problem of finding alternatives to S.M.A.R.T. for predicting disk failure is an area of active research. In this work, we present a rule discovery methodology, and show that it is possible to construct decision support systems that can detect such failures using information recorded from live disks. It is desired that any such prediction methodology should have high accuracy and must have ease of interpretability. Black box models can deliver highly accurate solutions but do not provide an understanding of events which explains the decision given by it. To this end we explore rule based classifiers for predicting hard disk failures from various disk events. We show that it is possible to learn easy to understand rules from disk events. Our evaluation shows that our system can be tuned either to have a high failure detection rate (i.e., classify a bad disk as bad) or to have a low false alarm rate (i.e., not classify a good disk as bad). We also propose a modification of MLRules algorithm for classification of data with imbalanced class distributions. The existing algorithm, assuming relatively balanced class distributions and equal misclassfication costs, performs poorly in classification of such datasets. The performance can be considerably improved by introducing cost- sensitive learning to the existing framework.

With increasing costs of fossil fuels and intensified environmental awareness, low carbon vehicles, including hybrid electric vehicles (HEVs), are becoming more popular for car buyers due to their lower running costs. HEVs are sensitive to the driving conditions under which they are used however, and real-world driving can be very different to the legislative test cycles. On the road there are higher speeds, faster accelerations and more changes in speed, plus additional factors that are not taken into account in laboratory tests, all leading to poorer fuel economy. Future trends in the automotive industry are predicted to include a large focus on increased hybridisation of passenger cars in the coming years, so this is an important current research area. The aims of this project were to determine the energy consumption of a HEV in real-world driving, and investigate the differences in this compared to other standard drive cycles, and also compared to testing in laboratory conditions. A second generation Toyota Prius equipped with a GPS (Global Positioning System) data logging system collected driving data while in use by Loughborough University Security over a period of 9 months. The journey data was used for the development of a drive cycle, the Loughborough University Urban Drive Cycle 2 (LUUDC2), representing urban driving around the university campus and local town roads. It will also have a likeness to other similar driving routines. Vehicle testing was carried out on a chassis dynamometer on the real-world LUUDC2 and other existing drive cycles for comparison, including ECE-15, UDDS (Urban Dynamometer Driving Schedule) and Artemis Urban. Comparisons were made between real-world driving test results and chassis dynamometer real-world cycle test results. Comparison was also made with a pure electric vehicle (EV) that was tested in a similar way. To verify the test results and investigate the energy consumption inside the system, a Prius model in Autonomie vehicle simulation software was used. There were two main areas of results outcomes; the first of which was higher fuel consumption on the LUUDC2 compared to other cycles due to cycle effects, with the former having greater accelerations and a more transient speed profile. In a drive cycle acceleration effect study, for the cycle with 80% higher average acceleration than the other the difference in fuel consumption was about 32%, of which around half of this was discovered to be as a result of an increased average acceleration and deceleration rate. Compared to the standard ECE-15 urban drive cycle, fuel consumption was 20% higher on the LUUDC2. The second main area of outcomes is the factors that give greater energy consumption in real-world driving compared to in a laboratory and in simulations being determined and quantified. There was found to be a significant difference in fuel consumption for the HEV of over a third between on-road real-world driving and chassis dynamometer testing on the developed real-world cycle. Contributors to the difference were identified and explored further to quantify their impact. Firstly, validation of the drive cycle accuracy by statistical comparison to the original dataset using acceleration magnitude distributions highlighted that the cycle could be better matched. Chassis dynamometer testing of a new refined cycle showed that this had a significant impact, contributing approximately 16% of the difference to the real-world driving, bringing this gap down to 21%. This showed how important accurate cycle production from the data set is to give a representative and meaningful output. Road gradient was investigated as a possible contributor to the difference. The Prius was driven on repeated circuits of the campus to produce a simplified real-world driving cycle that could be directly linked with the corresponding gradients, which were obtained by surveying the land. This cycle was run on the chassis dynamometer and Autonomie was also used to simulate driving this cycle with and without its gradients. This study showed that gradient had a negligible contribution to fuel consumption of the HEV in the case of a circular route where returning to the start point. A main factor in the difference to real-world driving was found to be the use of climate control auxiliaries with associated ambient temperature. Investigation found this element is estimated to contribute over 15% to the difference in real-world fuel consumption, by running the heater in low temperatures and the air conditioning in high temperatures. This leaves a 6% remainder made up of a collection of other small real-world factors. Equivalent tests carried out in simulations to those carried out on the chassis dynamometer gave 20% lower fuel consumption. This is accounted for by degradation of the test vehicle at approximately 7%, and the other part by inaccuracy of the simulation model. Laboratory testing of the high voltage battery pack found it constituted around 2% of the vehicle degradation factor, plus an additional 5% due to imbalance of the battery cell voltages, on top of the 7% stated above. From this investigation it can be concluded that the driving cycle and environment have a substantial impact of the energy use of a HEV. Therefore they could be better designed by incorporating real-world driving into the development process, for example by basing control strategies on real-world drive cycles. Vehicles would also benefit from being developed for use in a particular application to improve their fuel consumption. Alternatively, factors for each of the contributing elements of real-world driving could be included in published fuel economy figures to give prospective users more representative values.

Am Beispiel einer Landmaschine wurde die Integration eines dieselelektrischen Einzelradantriebes unter der Berücksichtigung der spezifischen Anforderungen nachgewiesen. Die Integration des elektrischen Antriebes in die Fahrzeugfelge führt zu einem abgeschlossenen System mit definierten Schnittstellen. Zur Umsetzung des Antriebssystems werden unterschiedliche Lösungen diskutiert und die Vorzugsvariante realisiert. Für das Antriebssystem und das Fahrzeug werden die Funktionsnachweise mittels Simulationsergebnissen, Prüfstands- und Fahrversuchen erbracht. Ebenso wird der Nutzen eines elektrischen Einzelradantriebssystems diskutiert.

Os objetivos deste estudo foram comparar os níveis de inibição pré-sináptica (IPS) durante a iniciação do passo entre indivíduos com doença de Parkinson (DP) com bloqueio motor (BM), sem-BM (S-BM) e indivíduos saudáveis pareados pela idade (ISPI) e, possíveis correlações entre os níveis de IPS com as variáveis comportamentais (amplitude e tempo do ajuste postural antecipatório [APA]) e os escores do New Freezing of Gait Questionnaire (NFOG-Q). A amostra foi composta por 22 indivíduos com BM e 12 S-BM (estágio 3 da DP avaliados no estado on da medicação). Dezesseis ISPI também foram incluídos no estudo. Todos atenderam os critérios de inclusão. Os indivíduos foram avaliados em dois dias. No primeiro dia, todos responderam uma anamnese e o Mini Exame do Estado Mental. Para os indivíduos com DP foi aplicada a escala de estadiamento da DP e a parte III da Escala Unificada de Avaliação da DP (UPDRS) e somente os indivíduos com BM foram avaliados com o NFOG-Q. No segundo dia, todos os indivíduos realizaram a tarefa iniciação do passo na plataforma de força AMTI para avaliação da amplitude e do tempo do APA com ou sem a evocação do reflexo-H na condição teste ou condicionado. O estimulador portátil Nicolet® Viking Quest da CareFusion foi utilizado para evocar o reflexo-H teste e condicionado. O estímulo elétrico foi evocado quando a amplitude do APA ultrapassasse 10 a 20% da linha de base. Todos indivíduos realizaram a tarefa iniciação do passo em 3 condições: 1) sem estímulo; 2) estímulo teste estimulação no nervo tibial; e 3) estímulo condicionado estimulação do nervo fibular antes (intervalo de 100 ms) da estimulação do nervo tibial. Nas três condições, os indivíduos foram instruídos a realizarem 15 passos, logo, 15 estímulos nas condições 2 e 3 de maneira aleatória. A ANOVA one way mostrou diferenças significantes nos valores de IPS entre os três grupos, onde os ISPI apresentaram valores maiores de IPS do que os outros dois grupos e, indivíduos S-BM apresentaram valores maiores IPS comparado aos indivíduos com BM (P<0,001), porém, todos os indivíduos deste último grupo apresentaram facilitação. Adicionalmente, amplitudes maiores e tempos menores do APA foram observados somente para os ISPI (P<0,05), além disso, não foram observadas diferenças entre essas variáveis para os dois grupos de DP (P>0,05). Em relação às correlações, especialmente para os indivíduos com BM, observamos que valores maiores de facilitação estão: fortemente associados com os escores maiores do NFOG-Q (r = -74; P<0,0001); moderadamente associados com as amplitudes menores do APA (r = 0,54; P<0,004); e fracamente associados com os tempos maiores do APA (r = -0,42; P<0,244). Por fim, houve uma forte associação entre as amplitude menores do APA e escores maiores do NFOG-Q (r = -,075; P<0,0001). Em conclusão, indivíduos com BM apresentam facilitação (ausência de IPS) durante a iniciação do passo e associada com deficiências na amplitude e tempo do APA e a severidade do BM. Isso indica que a medula espinhal tem participação na iniciação do passo e pode ser fortemente influenciada por alterações sensório-motoras / The aims of this study were to compare the presynaptic inhibition levels (PSI) in the step initiation between subjects with Parkinson\'s disease (PD) with freezing of gait (FoG), non-FOG (non-FoG), and age-matched healthy controls (HC) and, possible correlations between the PSI levels with the behavioral variables and the New Freezing of Gait Questionnaire (NFOG-Q) scores. Twenty individuals with FoG, 12 individuals with non-FoG (stage 3 of PD assessed in the clinically defined on state), and 16 HC met the inclusion criteria. Subjects visited the laboratory for two days. On the first day, all of the subjects answered the anamnesis and the Mini-Mental State Examination. However, only in the subjects with PD were assessed the severity of disease and the motor symptoms (Unified Parkinson´s Disease Rating Scale part III [UPDRS-III], but the FoG severity was assessed only in the subjects with FoG. On the second day, all of the subjects performed the step initiation on the force platform (AMTI) to assess amplitude and time of anticipatory postural adjustment with or without evoking H-reflex in the test or conditioned condition. The constant-current stimulator (Nicolet® Viking Quest portable EMG apparatus, CareFusion) was used to evoke the H-reflex. The electrical stimulus was evoked when the APA amplitude exceeded 10 to 20% of the baseline. All of the subjects performed the step initiation in 3 conditions: 1) without stimulation of the nerve; 2) test stimulus stimulation of the tibial nerve; and 3) conditioning stimulus - stimulation of the fibular nerve before (100 ms interval) stimulation of the tibial nerve. At three conditions, subjects were instructed to perform 15 steps, thus, 15 stimuli at conditions 2 and 3 in a random order. The ANOVA one way showed significant differences in the PSI values between the three groups, where the ISPI presented higher values of PSI than the other two groups, and S-BM individuals had higher PSI values compared to individuals with BM (P<0.001), however all of the individuals with FoG presented facilitation. In addition, larger amplitudes and smaller times of APA were observed only for ISPI (P<0.05); in addition, no differences were observed between these variables for the two PD groups (P>0.05). In relation to correlations, especially for individuals with FoG, we observed that greater values of facilitation are: strongly associated with the higher NFOG-Q scores (r = -0.74; P<0.0001); moderately associated with the smaller APA amplitudes (r = 0.54; P<0.004); and weakly associated with higher APA times (r = -0.42, P<0.244). Finally, there was a strong association between the smaller APA amplitudes and higher NFOG-Q scores (r = -0.75, P<0.0001). In conclusion, individuals with FoG presented facilitation (absence of PSI) in the step initiation which was associated with deficits in amplitude and time of APA and FoG severity. This indicates that the spinal cord has participation in the step initiation that can be strongly influenced by the abnormal sensory motor