Computer simulation software’s are arguably some of the most convenient and utilized tools for an engineer as it lets them model real phenomena and observe different operations without having to perform the operation physically, thus saving both time and resources. Naturally these tools varies in design depending on their intended area of application and while a large number of them supports modeling of more than one physical domain, it is often cumbersome to attain a functional interaction between them. In spite of this there do exist simulation software that have been specifically developed for effectively integrating several physical domains known as system simulation software’s. One of these are Siemens Simcenter Amesim, a computer simulation software for modeling multi domain mechatronic systems. One company that has recently found an interest in potentially adapting the concept of system simulations into their workflow is BAE Systems Hägglunds, Örnsköldsvik, where a pre-study has previously been conducted in order to define a system requirement specification as well as narrow down the number of promising tools to only a few, with Simcenter Amesim being one of them. The aim of this study is then to evaluate and assess to what degree Simcenter Amesim complies with the requirements specified by the company. The primary source of information in which this analysis will be based upon is through the modeling of two different pilot cases in Simcenter Amesim, an electric driveline as well as the hydraulic component of the active suspension system affiliated with the CV90 vehicle. The electric driveline was developed as a general model featuring a few key functionalities in terms of power setup. This being that two electric motors were to be utilized, one for driving the vehicle forward and the other for steering the vehicle left and right. Powering these two was then an electric generator which by itself was to be powered by an internal combustion engine (ICE). The active suspension system was modeled based on existing schematics and information available through company resources with the ambition of realizing a certain behavior of the system as described by a couple of real tests made. Results from simulations made using the electric driveline model indicates that the model succeeds in fulfilling its fundamental functionality. Through plain throttle and steering inputs the corresponding vehicle is able to move about in a simple and predictable fashion with data also showcasing realistic behavior in terms of velocity evolution and power generation. The hydraulic model of the CV90 active suspension system furthermore appears to replicate the behavior of the actual suspension system fairly well based on the real test data available. Analogous with both models however is the fact that they are rather primitive in their current state. The electric driveline model lacks some of the finesses and functionalities that are included in modern driveline systems, mostly coupled to the component steering and feedback system which is more arbitrarily implemented in this model. As for the hydraulic suspension system it would be beneficial to continue develop the model through further evaluation using more real life test data.

I en tid kännetecknat av en strävan efter ett mer hållbart samhälle, med utformade långsiktiga klimatmål för förnyelsebara energikällor och minskade utsläpp, arbetar fordonsutvecklare med att ta fram alternativ till förbränningsmotorer. För att nå satta klimatmål och samtidigt förbättra arbetsmiljön med minskat buller anses en elektrisk drivlina som ett troligt alternativ. För tunga fordon såsom lastbilar som ofta utrustas med tillsatsutrustning som kranar, tippbara flak eller cementroterare är beroende av ett kraftuttag för att driva hydraulpumpar och generatorer. Vid en omställning till elektrisk drivlina är det inte längre säkert att möjligheten kvarstår att ta kraft från drivlinan. Detta har lett till en efterfrågan på elektriskt separat drivna kraftuttag uppstått på marknaden. Syftet med denna studie är att undersöka och få en förståelse för inom vilket effektområde och vilken typ av elektrisk motor som är bäst lämpad för att separat driva ett kraftuttag. Målet är att med denna kunskap utveckla en modell som förenklar valet av lämplig elektrisk motor för ett givet fall av kraftuttag. Modellen testas med en effekt på 60 kW vilket resulterade i att en lågvarvig axial flux BLDC-motor anses bäst lämpad. Detta då en lågvarvig elektrisk motor kräver lägre utväxling för att uppfylla krävt vridmoment, vilket ger en lägre totalvikt. Totalvikt för testad effekt hamnar på 78,6 kg, vilket är tre gånger det funktionella kravet. Studien ger en indikation på att det med givna krav enbart är försvarbart att driva kraftuttag med separata elektriska motorer vid låga effekter, runt 10 kW. / In a time characterized by an endeavor for a more sustainable society. With formulated long-term climate targets for renewable energy sources and reduced emissions, vehicle developers are working to develop alternatives to internal combustion engines. In order to achieve set climate targets and at the same time improve the working environment with reduced noise, an electric driveline is considered a likely alternative. For heavy vehicles such as trucks that are often equipped with auxiliary accessories such as cranes, tipper trucks or cement rotators are dependent on a power take-off to drive hydraulic pumps and generators. When switching to an electric driveline, it is no longer certain that the possibility remains to take power from the driveline. This has led to a demand for electrically driven power take-offs on the market. The purpose of this study is to investigate and gain an understanding of the power range and type of electric motor that is best suited to drive a power take-off separately. The goal is to use this knowledge to develop a model that simplifies the choice of a suitable electric motor for a given case of power take-off. The model is tested with an output of 60 kW, which resulted in a low-speed axial flux BLDC-motor being considered best suited. This is because a low-speed electrical motor requires a lower gear ratio to meet the required torque, which gives a lower total weight. The total weight for the tested effect ends up at 78,8 kg, which is three times the functional requirement. The study gives an indication that with given requirements it is only justified to operate power take-offs with separate electric motors at low powers, around 10 kW.