The development of large lightweight airframes has resulted in what used to be high frequency structural dynamics entering the low frequency range associated with an aircraft’s rigid body dynamics. This has led to the potential of adverse interactions between the aeroelastic effects and flight control, especially unwanted when incidents involving failures or extreme atmospheric disturbances occur. Moreover, the pilot’s response in such circumstances may not be reproducible in simulators and unique to the incident. The research described in this thesis describes the development of a pilot model suitable for the investigation of the effects of aeroelasticity on manual control and the study of the resulting airframe loads. After a review of the state-ofthe- art in pilot modelling an experimental approach involving desktop based pilot-in-the-loop simulation was adopted together with an optimal control based control-theoretic pilot model. The experiments allowed the investigation of manual control with a nonlinear flight control system and the derivation of parameter bounds for single-input-single-output pilot models. It was found that pilots could introduce variations of around 15 dB at the resonant frequency of the open loop pilot-vehicle-system. Sensory models suitable for the simulation of spatial disorientation effects were developed together with biomechanical models necessary to capture biodynamic feedthrough effects. A detailed derivation and method for the application of the modified optimal control pilot model, used to generate pilot control action, has also been shown in the contexts of pilot-model-in-the-loop simulations of scenarios involving an aileron failure and a gust encounter. It was found that manual control action particularly exacerbated horizontal tailplane internal loads relative to the limit loads envelope. Although comparisons with digital flight data recordings of an actual gust encounter showed a satisfactory reproduction and highlighted the adverse affects of fuselage flexibility on manual control, it also pointed towards the need for more incident data to validate such simulations.

The development of large lightweight airframes has resulted in what used to be high frequency structural dynamics entering the low frequency range associated with an aircraft’s rigid body dynamics. This has led to the potential of adverse interactions between the aeroelastic effects and flight control, especially unwanted when incidents involving failures or extreme atmospheric disturbances occur. Moreover, the pilot’s response in such circumstances may not be reproducible in simulators and unique to the incident. The research described in this thesis describes the development of a pilot model suitable for the investigation of the effects of aeroelasticity on manual control and the study of the resulting airframe loads. After a review of the state-ofthe- art in pilot modelling an experimental approach involving desktop based pilot-in-the-loop simulation was adopted together with an optimal control based control-theoretic pilot model. The experiments allowed the investigation of manual control with a nonlinear flight control system and the derivation of parameter bounds for single-input-single-output pilot models. It was found that pilots could introduce variations of around 15 dB at the resonant frequency of the open loop pilot-vehicle-system. Sensory models suitable for the simulation of spatial disorientation effects were developed together with biomechanical models necessary to capture biodynamic feedthrough effects. A detailed derivation and method for the application of the modified optimal control pilot model, used to generate pilot control action, has also been shown in the contexts of pilot-model-in-the-loop simulations of scenarios involving an aileron failure and a gust encounter. It was found that manual control action particularly exacerbated horizontal tailplane internal loads relative to the limit loads envelope. Although comparisons with digital flight data recordings of an actual gust encounter showed a satisfactory reproduction and highlighted the adverse affects of fuselage flexibility on manual control, it also pointed towards the need for more incident data to validate such simulations.

Auf der Basis eines modellbasierten Entwurfs mit MATLAB/Simulink® wird der Entwurf für einen Mischprozess einer Mischstation vorgenommen. Durch den Einsatz der Toolbox PLC Coder™ von Mathworks® kann dieser Entwurf ohne jegliche Änderungen für aktuell 12 Automatisierungssysteme verschiedener Hersteller verwendet werden, so dass dies als ein zielsystemunabhängiger Entwurf angesehen werden kann. Der Vorteil besteht darin, dass nicht wie bisher ein klassischer Entwurf des Systems entsprechend IEC 61131 Teil 3 mit einer entsprechenden hersteller- bzw. systemspezifischen Entwicklungsumgebung durchgeführt wird, sondern ein hersteller- und systemunabhängiger Entwurf mit den zur Verfügung stehenden Werkzeugen von Simulink vorgenommen werden kann. Mit der verwendeten Toolbox PLC Coder™ für MATLAB/ Simulink® wird strukturierter Text nach IEC 61131 Teil 3 für das jeweilige Automatisierungssystem automatisch generiert. Im vorliegenden Fall wird als Automatisierungssystem eine SIMATIC ET 200SP Open Controller mit entsprechenden Erweiterungsmodulen (digitale und analoge Ein- und Ausgänge usw.) und das TIA Portal in der Version 15.1 der Fa. Siemens eingesetzt. / Für den Mischprozess, eine Mischstation, werden Flüssigkeiten aus drei verschiedenen Behältern in verschiedenen vorgegebenen Mischverhältnissen und Mengen dosiert und in einen Mischbehälter ge-leitet. Hierfür wird der modellbasierte Entwurf primär mittels endlicher Zustandsautomaten mit einer unterlagerten Durchflussmengenregelung in insgesamt neun Subsystemen vorgenommen. Um eine möglichst hohe Genauigkeit des Mischproduktes zu erzielen, wird hierbei die Dosierung der verschie-denen Flüssigkeiten volumengesteuert vorgenommen. Für den vollständigen modellbasierten Entwurf der Automatisierung der Mischstation, dessen Visua-lisierung sowie der Modellierung des HMI mittels Apps des App Designers von MATLAB/ Simulink® wird ein vollständiger Model in the Loop (MIL)-Test in Realzeit zur Verifikation des Gesamtsystems durchgeführt, der hier den Schwerpunkt darstellt. Durch den auf einem deutlich höheren Abstraktionsniveau durchgeführten modellbasierten Entwurf und den MIL-Test werden die Implementierungs- und Inbetriebnahmephase minimal. Abschließend werden die wesentlichen Vorteile des modellbasierten Entwurfs behandelt und ein Aus-blick gegeben.

Automated Test Generation (ATG) has been successfully applied in many domains. For the modeling and simulation language Simulink, there has been research on developing tools for ATG with promising results. However, most tools developed as part of academic research and are not publicly available, or severely limited in their ability to be integrated into an industrial workflow. There are commercial ATG tools for Simulink, with Simulink Design Verifier (SLDV) as the de-facto standard tool. For this thesis, we perform an empirical comparison of manual tests to those generated by SLDV. For the comparison, we used 180 components from the propulsion control software developed by our industry partner. All except two components are compatible for test generation to some extent. The majority of components are partially compatible, requiring block replacement or stubbing. Approximation of floating-point numbers is the primary reason for block replacement, which can be performed automatically by SLDV. Two components were incompatible, and 14 required full stubbing of blocks. Using a pre-processing step, the generated tests achieve similar coverage as the manual tests. We performed a Mann–Whitney U test with the hypothesis that the generated tests achieve higher coverage than the manual tests. There are no statistically significant differences for either decision coverage (0.0719), or condition coverage (0.8357). However, for Modified Condition/Decision Coverage, the generated tests achieve higher coverage, and the difference is significant (0.0027). The limitations of ATG were explored by looking at the cases where the generated tests achieved lower coverage than the manual test. We found that the use of floating-point arithmetic and temporal logic increases the time required for test generation, and causes the analysis to hit the time limit. The test generation does not support all custom S-functions and perform stubbing of these blocks. This made the tool unable to reason about persistent storage. Configuration constants have limited support, which was the reason for the coverage difference in three cases. We have concluded that while much effort is required for custom tooling and initial setup, ATG can prove useful for early fault detection in an industrial workflow. ATG would prove especially useful in an automated continuous integration workflow for integration-level conformance testing.

Over the last few decades, the complexity and variety of automation systems have increased dramatically. Commissioning has grown more and more critical for the entire industry. Conventional commissioning is time-consuming and expensive. It's always been a challenge in manufacturing to put new designs into production or implement new technologies, control codes, or tactics. In Virtual Commissioning (VC), control programs of the physical system's Digital Twin (DT) can be validated in Software-in-the-Loop (SIL) before the actual commissioning. The emergence of new VC tools and methods has become a tremendous advantage, bringing the values of shorter duration, flexibility, and lower risks to the commissioning process. In this thesis, advanced process control was developed using the software Matlab and Simulink in conjunction with the engineering tools S7-PLCSIM Advanced and STEP 7 TIA Portal to conduct VC. A VC approach with four key steps is taken to evaluate the possibility of validating advanced process control. The steps are modeling DT of a rolling mill, model-based control design, simulation model development in Simulink, communication between the simulation model and the PLC program using S-7 TIA Portal, and PLCSIM Advanced. Also, a simulated Human-Machine Interface was designed to operate and visualize the process. VC of the rolling mill process was verified and validated by Model-in-the-Loop (MIL) and SIL simulation. The simulation gives satisfactory results as both MIL and SIL show identical outputs of the process.

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