Fundação Carlos Chagas Filho de Amparo a Pesquisa do Estado do Rio de Janeiro / Nesta dissertação é apresentado um estudo sobre a recuperação de sinais modelados por somas ponderadas de exponenciais complexas. Para tal, são introduzidos conceitos elementares em teoria de sinais e sistemas, em particular, os sistemas lineares invariantes no tempo, SLITs, que podem ser representados matematicamente por equações diferenciais, ou equações de diferenças, para sinais analógicos ou digitais, respectivamente. Equações deste tipo apresentam como solução somas ponderadas de exponenciais complexas, e assim fica estabelecida a relação entre os sistemas de tipo SLIT e o modelo em estudo. Além disso, são apresentadas duas combinações de métodos utilizadas na recuperação dos parâmetros dos sinais: métodos de Prony e mínimos quadrados, e métodos de Kung e mínimos quadrados, onde os métodos de Prony e Kung recuperam os expoentes das exponenciais e o método dos mínimos quadrados recupera os coeficientes lineares do modelo. Finalmente, são realizadas cinco simulações de recuperação de sinais, sendo a última, uma aplicação na área de modelos de qualidade de água. / A study on the recovery of signals modeled by weighted sums of complex exponentials complex is presented. For this, basic concepts of signals and systems theory are introduced. In particular, the linear time invariant systems (LTI Systems) are considered, which can be mathematically represented by differential equations or difference equations, respectively, for analog or digital signals. The solution of these types of equations is given by a weighted sum of complex exponentials, so the relationship between the LTI Systems and the model of study is established. Furthermore, two combinations of methods are used to recover the parameters of the signals: Prony and least squares methods, and Kung and least squares methods, where Prony and Kung methods are used to recover the exponents of the exponentials and the least square method is used to recover the linear coefficients of the model. Finally, five simulations are performed for the recovery of signals, the last one being an application in the area of water quality models.

Linear time-invariant (LTI) dynamic networks are described by their dynamical structure function, and generally, they have many possible state space realizations. This work characterizes the necessary and sufficient conditions on a state transformation that preserves the dynamical structure function, thereby generating the entire set of realizations of a given order for a specific dynamic network.

The project Language of the Book Volume I-III explores the conceptual and the bodily experience of reading and making books. The essay presents the development of Volume I: Narracube consisting of three storytelling prototypes. With Narracube a format was developed that can invite stories to be told beyond single voices, linear time and fixed points of views. Narracube highlights the active role of a medium in transmission of a message. A book is never a neutral container for ink but an active space of communication in its mere contruction despite its content. / Projektet Bokens språk Volume I-III utforskar den konceptuella och kroppsliga upplevelsen av att läsa och göra böcker. Uppsatsen presenterar utvecklingen av Volume I: Narrakub som består av tre prototyper för berättande. Narrakub är ett format som utvecklats för att undersöka hur konstruktionen av boken kan bjuda in berättelser bortom enstaka röster, linjär tid och låsta perspektiv. Narrakub belyser den aktiva rollen som ett medium har då det sänder ett meddelande. En bok är aldrig en neutral behållare för bläck utan bär på ett aktivt kommunikationsutrymme i sin konstruktion oavsett innehåll.

Linear time-invariant (LTI) dynamic networks are described by their dynamical structure function, and generally, they have many possible state space realizations. This work characterizes the necessary and sufficient conditions on a state transformation that preserves the dynamical structure function, thereby generating the entire set of realizations of a given order for a specific dynamic network.

ABSTRACT And concrete diction Carl Jonas Love Almqvist’s Drottningens juvelsmycke (The Queen's Tiara; 1834) is, along with Amorina, the work primarily associated with the ”poetic fugue” – a concept the author develops in ”Om enheten av epism och dramatism; en aning om den poetiska fugan” (”On the unity of epism and dramatism; a notion of the poetic fugue”; 1821); an essay often considered vague and theoretical by researchers in the field. The meaning of the poetic fugue has been regarded unclear, but mainly considered as some kind of synthesis of epic and dramatic writing. This essay argues that that is not the case, and that this one-dimensional approach both limits the interpretations of the essay and the poetic fugue as a whole. From a multidisciplinary perspective, with myself and my own reader as a part of the fugue itself, the aim of this essay is to highlight a very important overseen aspect of the poetic fugue, and Almqvist’s writing in general – the connections to mathematics, the analogies between abstract and concrete levels, and how these are deeply intertwined. The results in this essay are derived from a close reading technique based on mathematical problem solving called the ideotic method (den ideotiska metoden), and analyzed with Douglas Hofstadter's theory of Strange loops in Gödel, Escher, Bach – an eternal golden braid (1979). This analysis shows that this analogy is not just about the composition of a poetic piece of art, a synthesis of epic and dramatic writing, or the relation between music and text. Instead the results do point to an alternative interdisciplinary interpretation, where the relations between parts and units, realities and fictions, readers and texts, make the poetic fugue more of an analogy for the universe as a whole – a living and breathing ”animal coeleste” in contrast to the Newtonian ”mechanical coeleste”. An analogy which, thanks to its mathematical construction and way of looking at time as non-linear, is connected to both Einstein’s theory of relativity and quantum theory – the science of the very big and the very small, parts and units, of everything, including ourselves.

The aim of the project is to design an active safety system forpassenger vehicles for mitigating secondary collisions after an initialimpact. The control objective is to minimize the lateral deviationfrom the known original path while achieving a safe heading angle afterthe initial collision. A hierarchical controller structure is proposed:the higher layer is formulated as a linear time varying model predictivecontroller that denes the virtual control moment input; the lowerlayer deploys a rule-based controller that realizes the requested moment.The designed control system is then tested and validated inSimulink as well as in IPG CarMaker, a high delity vehicle dynamicssimulator. / Syftet med projektet är att för personbilar designa ett aktivtsäkerhetssystem för att undvika följdkollisioner efter en första kollision.Målet är att minimera den laterala avvikelsen från den ursprungligafärdvägen och att samtidigt uppnå en säker kurs efter den första kollisionen.En hierarkisk regulatorstruktur föreslås. Det övre skiktet iregulatorn är formulerat som en linjär tidsvarierande modell prediktivkontroller som definierar den virtuella momentinmatningen. Det nedreskiktet använder en regelbaserad regulator som realiserar det begärdamomentet. Det konstruerade styrsystemet testades och validerades sedani Simulink samt i IPG CarMaker, en simulator med hög precisionför fordonsdynamik.

An Over-Actuated (OA) vehicle is a system that presents more control variables than degrees of freedom. Therefore, more than one configuration of the control input can drive the system to a desired state in the state space, and this redundancy can be exploited to fulfill other tasks or solve further problems. In particular, nowadays, challenges concerning electric vehicles regarding their autonomy and solutions to reduce energy consumption are becoming more and more attractive. OA vehicles, on this problem, offer the possibility of using the redundancy to choose the control input, among possible ones, so as to minimize energy consumption. In this regard, the research objective is to investigate different techniques to control in real-time an over-actuated autonomous driving vehicle to guarantee trajectory following and stability with the aim of minimizing energy consumption. The research project focuses on a vehicle able to drive and steer the four wheels (4WD, 4WS) independently. This work extends the contribution of previous theoretical energy-based research developed and provides a control algorithm that must work in real-time on a prototype vehicle (RCV-E) developed at the Integrated Transport Research Lab (ITRL) within KTH with the over-actuation investigated. To this end, the control algorithm has to balance the complexity of a multi-input system, the optimal allocation objectives, and the agility to run in real-time on the MicroAutoBox II - dSPACE system mounted on the vehicle. The solution proposed is a two-level controller which handles separately high and low-rate dynamics with an adequate level of complexity. The upper level is responsible for trajectory following and energy minimization. The allocation problem is solved in two steps. A Linear Time-Varying Model Predictive Controller (LTV-MPC) solves the trajectory-following problem and allocates the forces at the wheels considering the wheel energy losses due to longitudinal and lateral sliding. The second step re-allocates the longitudinal forces between the front and rear axles by considering each side of the vehicle independently to minimize energy loss in the motors. The lower level is responsible for transforming the forces at the wheels into torques and steering angles; it runs at a faster rate than the upper level to account for the high-frequency dynamics of the wheels. Last, the overall control strategy is tested in simulation concerning the trajectory-following and energy minimization performance. The real-time performance are assessed on MircoAutoBox II, the control interface used on the RCV-E. / Ett fordon med olika grad av över-aktuering är ett system som har fler kontrollvariabler än frihetsgrader. Därför kan mer än en konfiguration av styrinmatningen driva systemet till ett önskat tillstånd i tillståndsrummet, och denna redundans kan utnyttjas för att utföra andra uppgifter eller lösa andra problem. I synnerhet blir det i dag allt mer attraktivt med utmaningar som rör elfordon när det gäller deras självklörande drift och lösningar för att minska energiförbrukningen. Överaktuerat fordon ger möjlighet att använda redundansen för att välja en av de möjliga styrinmatningarna för att minimera energiförbrukningen. Forskningsmålet är att undersöka olika tekniker för att i realtid styra ett självkörande fordon som är överaktuerat för att garantera banföljning och stabilitet i syfte att minimera energiförbrukningen. Forskningsprojektet är inriktat på ett fordon som kan köra och styra de fyra hjulen (4WD, 4WS) självständigt. Detta arbete utökar bidraget från den tidigare teoretisk energi-baserade forskning som utvecklats genom att tillhandahålla en regleralgoritm som måste fungera i realtid på ett prototypfordon (RCV-E) som utvecklats vid ITRL inom KTH med den undersökta överaktueringen. I detta syfte måste regleralgoritmen balansera komplexiteten hos ett system med flera ingångar, målen för optimal tilldelning och smidigheten samt att fungera i realtid på MicroAutoBox II - dSPACE-systemet som är monterat på fordonet. Den föreslagna lösningen är en tvåstegsstyrning som hanterar dynamiken med hög och låg hastighet separat med en lämplig komplexitetsnivå. Den övre nivån ansvarar för banföljning och energiminimering. Tilldelningsproblemet löses i två steg. En LTV-MPC löser banföljningsproblemet och fördelar krafterna på hjulen med hänsyn till energiförlusterna på hjulen på grund av longitudinell och lateral glidning. I det andra steget omfördelas de längsgående krafterna mellan fram- och bakaxlarna genom att varje fordonssida beaktas oberoende av varandra för att minimera energiförlusterna i motorerna. Den lägre nivån ansvarar för att omvandla krafterna vid hjulen till vridmoment och styrvinklar; den körs i snabbare takt än den övre nivån för att ta hänsyn till hjulens högfrekventa dynamik. Slutligen testas den övergripande reglerstrategin i simulering med avseende på banföljning och energiminimering, och därefter på MircoAutoBox II monterad på RCV-E för att bedöma realtidsprestanda. / Un veicolo sovra-attuato è un sistema che presenta più variabili di controllo che gradi di libertà. Pertanto, più di una configurazione dell’ingresso di controllo può portare il sistema a uno stato desiderato nello spazio degli stati e questa ridondanza può essere sfruttata per svolgere altri compiti o risolvere ulteriori problemi. In particolare, al giorno d’oggi le sfide relative ai veicoli elettrici per quanto riguarda la loro autonomia e le soluzioni per ridurre il consumo energetico stanno diventando sempre più interessanti. I veicoli sovra-attuati, riguardo a questo problema, offrono la possibilità di utilizzare la ridondanza per scegliere l’ingresso di controllo, tra quelli possibili, che minimizza i consumi energetici. A questo proposito, l’obiettivo della ricerca è studiare diverse tecniche per controllare, in tempo reale, un veicolo a guida autonoma sovra-attuato per garantire l’inseguimento della traiettoria e la stabilità con l’obiettivo di minimizzare il consumo energetico. Questo studio si concentra su un veicolo in grado di guidare e sterzare le quattro ruote (4WD, 4WS) in modo indipendente, ed estende il contributo delle precedenti ricerche teoriche fornendo un algoritmo di controllo che deve funzionare in tempo reale su un prototipo di veicolo (RCV-E) sviluppato presso l’ITRL all’interno del KTH, che presenta la sovra-attuazione studiata. A tal fine, l’algoritmo di controllo deve bilanciare la complessità di un sistema a più ingressi, gli obiettivi di allocazione dell’azione di controllo ottimale e l’agilità di funzionamento in tempo reale sul sistema MicroAutoBox II - dSPACE montato sul veicolo. La soluzione proposta è un controllore a due livelli che gestisce separatamente le dinamiche ad alta e bassa frequenza. Il livello superiore è responsabile dell’inseguimento della traiettoria e della minimizzazione dell’energia. Il problema di allocazione viene risolto in due fasi. Un LTV-MPC risolve il problema dell’inseguimento della traiettoria e assegna le forze alle ruote tenendo conto delle perdite di energia agli pneumatici dovute al loro scorrimento longitudinale e laterale. Il secondo passo rialloca le forze longitudinali tra l’asse anteriore e quello posteriore considerando ciascun lato del veicolo in modo indipendente per minimizzare le perdite di energia nei motori. Il livello inferiore è responsabile della trasformazione delle forze alle ruote in coppia e angolo di sterzo; funziona a una più alta frequenza rispetto al livello superiore per tenere conto delle dinamiche veloci delle ruote. Infine, la strategia di controllo viene testata in simulazione per quanto riguarda le prestazioni di inseguimento della traiettoria e di minimizzazione dell’energia, e successivamente su MircoAutoBox II montato sull’RCV-E per valutare le prestazioni in tempo reale.

Linear time-invariant (LTI) dynamic networks are described by their dynamical structure function, and generally, they have many possible state space realizations. This work characterizes the necessary and sufficient conditions on a state transformation that preserves the dynamical structure function, thereby generating the entire set of realizations of a given order for a specific dynamic network.

We consider the problem of Adaptive Control of finite-dimensional, stable, Linear Time Invariant (LTI) plants. Amongst such plants, the subclass regarding which an upper bound on the order is not known or which are known to be nonminimum phase (zeros in the unstable region) pose formidable problems in their own right. On one hand, if an upper bound on the order of the plant is not known, adaptive control usually involves some form of order estimation. On the other hand, when the plant is allowed to be either minimum phase or nonminimum phase, the adaptive control problem, as is well-known, becomes considerably-less tractable. In this study, the class of unknown plants considered is such that no information is available on the upper bound of the plant order and, further, the plant may be either minimum phase or nonminimum phase. Albeit known to be stable, such plants throw myriads of challenges in the context of adaptive control. Adaptive control involving such plants has been addressed [79] in a Model Reference Adaptive Control (MRAC) framework. There, the inputs and outputs of the unknown plant are the only quantities available by measurement in terms of which any form of modeling of the unknown plant may be made. Inputs to the reference model have been taken from certain restricted classes of bounded signals. In particular, the three classes of inputs considered are piecewise continuous bounded functions which asymptotically approach • a nonzero constant, • a sinusoid, and • a sinusoid with a nonzero shift. Moreover, the control law is such that adaptation is carried out at specific instants separated by progressively larger intervals of time. The schemes there have been proved to be e-optimal in the sense of a suitably formulated optimality criterion. If, however, the reference model inputs be extended to the class of piecewise continuous bounded functions, that would compound the complexity of the adaptive control problem. Only one attempt [78] in adaptive control in such a setting has come to our notice. The problem there has been tackled by an application of the theory of Pade Approximations to time moments of an LTI system. Based on a time moments estimation procedure, a simple adaptive scheme for Single-Input Single-Output (SISO) systems with only a cascade compensator has been reported. The first chapter is essentially meant to ensure that the problem we seek to address in the field of adaptive control indeed has scope for research. Having defined Adaptive Control, we selectively scan through the literature on LTI systems, with focus on MRAC. We look out in particular for studies involving plants of which not much is known regarding their order and systems which are possibly nonminimum phase. We found no evidence to assert that the problem of adaptive control of stable LTI systems, not necessarily minimum phase and of unknown upper bound on the order, was explored enough, save two attempts involving SISO systems. Taking absence of evidence (of in-depth study) for evidence of absence, we make a case for the problem and formally state it. We preview the thesis. We set two targets before us in Chapter 2. The first is to review one of the existing procedures attacking the problem we intend to address. Since the approach is based on the notion of time moments of an LTI system, and as we are to employ Pade Approximations as a tool, we uncover these concepts to the limited extent of our requirement. The adaptive procedure, Plant Command Modifier Scheme (PCMS) [78], for SISO plants is reported in some detail. It stands supported on an algorithm specially designed to estimate the time moments of an LTI system given no more than its input and output. Model following there has been sought to be achieved by matching the first few time moments of the reference model by the corresponding ones of the overall compensated plant. The plant time moment estimates have been taken to represent the unknown plant. The second of the goals is to analyze PCMS critically so that it may serve as a forerunner to our work. We conclude the chapter after accomplishing these goals. In Chapter 3, we devise a time moment estimator for SISO systems from a perspective which is conceptually equivalent to, yet functionally different from, that appropriated in [78]. It is a recipe to obtain estimates of time moments of a system by computing time moment estimates of system input and output signals measured up to current time. Pade approximations come by handy for this purpose. The lacunae exposed by a critical examination of PCMS in Chapter 2 guide us to progressively refine the estimator. Infirmities in the control part of PCMS too have come to light on our probing into it. A few of these will be fixed by way of fabricating two exclusively cascade compensators. We encounter some more issues, traceable to the estimator, which need redressal. Instead of directly fine-tuning the estimator itself, as is the norm, we propose the idea of 'estimating' the lopsidedness of the estimator by using it on the fully known reference model. This will enable us to effect corrections and obtain admissible estimates. Next, we explore the possibility of incorporating feedback compensation in addition to the existing cascade compensation. With output error minimization in mind, we come up with three schemes in this category. In the process, we anticipate the risk of instability due to feedback and handle it by means of an instability preventer with an inbuilt instability detector. Extensive simulations with minimum and rionminimum phase unknown plants employing the various schemes proposed are presented. A systematic study of simulation results reveals a dyad of hierarchies of progressively enhanced overall performance. One is in the sequence of the proposed schemes and the other in going for matching more and more moments. Based on our experiments we pick one of the feedback schemes as the best. Chapter 4 is conceived of as a bridge between SISO and multivariable systems. A transition from SISO to Multi-Input Multi-Output (MIMO) adaptive control is not a proposition confined to the mathematics of dimension-enhancement. A descent from the MIMO to the SISO case is expected to be relatively simple, though. So to transit as smoothly and gracefully as possible, some issues have to be placed in perspective before exploring multivariable systems. We succinctly debate on the efforts in pursuit of the exact vis-a-vis the accurate, and their implications. We then set some notations and formulate certain results which serve to unify and simplify the development in the subsequent three chapters. We list a few standard results from matrix theory which are to be of frequent use in handling multivariable systems. We derive control laws for Single-Input Multi-Output (SIMO) systems in Chapter 5. Expectedly, SIMO systems display traits of observability and uncontrollability. Results of illustrative simulations are furnished. In Chapter 6, we formulate control laws for Multi-Input Single-Output (MISO) systems. Characteristics of unobservability and controllability stand out there. We present case studies. Before actually setting foot onto MIMO systems, we venture to conjecture on what to expect there. We work out all the cascade and feedback adaptive schemes for square and nonsquare MIMO systems in Chapter 7. We show that MIMO laws when projected to MISO, SIMO and SISO cases agree with the corresponding laws in the respective cases. Thus the generality of our treatment of MIMO systems over other multivariable and scalar systems is established. We report simulations of instances depicting satisfactory performance and highlight the limitations of the schemes in tackling the family of plants of unknown upper bound on the order and possibly nonminimum phase. This forms the culmination of our exercise which took off from the reported work involving SISO systems [78]. Up to the end of the 7th chapter, we are in pursuit of solutions for the problem as general as in §1.4. For SISO systems, with input restrictions, the problem has been addressed in [79]. The laws proposed there carry out adaptation only at certain discrete instants; with respect to a suitably chosen cost, the final laws are proved to be e>optimal. In Chapter 8, aided by initial suboptimal control laws, we finally devise two algorithms with continuous-time adaptation and prove their optimality. Simulations with minimum and nonminimum phase plants reveal the effectiveness of the various laws, besides throwing light on the bootstrapping and auto-rectifying features of the algorithms. In the tail-piece, we summarize the work and wind up matters reserved for later deliberation. As we critically review the present work, we decant the take-home message. A short note on applications followed by some loud thinking as a spin-off of this report will take us to finis.

Variation in vehicle noise, vibration and harshness (NVH) response can be caused by variability in design (e.g. tolerance), material, manufacturing, or other sources of variation. Such variation in the vehicle response causes a higher percentage of produced vehicles to have higher levels (out of specifications) of NVH leading to higher number of warranty claims and loss of customer satisfaction, which are proven costly. Measures must be taken to ensure less warranty claims and higher levels of customer satisfactions. As a result, original equipment manufacturers (OEMs) have implemented design for variation in the design process to secure an acceptable (or within specification) response. The focus here will be on aspects of design variations that should be considered in the design process of drivelines. Variations due to imbalance in rotating components can be unavoidable or costly to control. Some of the major components in the vehicle that are known to have imbalance and traditionally cause NVH issues and concerns include the crankshaft, the drivetrain components (transmission, driveline, half shafts, etc.), and wheels. The purpose is to assess NVH as a result of driveline imbalance variations and develop a tool to help design a more robust system to such variations.