<p>Model-Driven Engineering (MDE) leverages models to first-class status by shifting the focus of software development from coding to modeling. This thesis extends Antonio Cicchettis paper Difference Representation and Conflict Management in Model-Driven Engineering, adding concrete research corresponding to sequential composition.Differences between models can be displayed as deltas in a metamodel independent way. Working with these deltas, a need for sequential composites appears. This means, that several sequently deltas are marged together to a new delta. Since this delta contains a lot of unnecessary information, it needs to be optimized regarding to the minimal paradigm which is mentioned in the corresponding paper. This paper supplies the reader with a broad overview of the basic concepts, the difference representation and application including the metamodel independent approach, and finally a narrow examination of the research topic, including constraints, examples and implementation details.</p>

Model-Driven Engineering (MDE) leverages models to first-class status by shifting the focus of software development from coding to modeling. This thesis extends Antonio Cicchettis paper Difference Representation and Conflict Management in Model-Driven Engineering, adding concrete research corresponding to sequential composition.Differences between models can be displayed as deltas in a metamodel independent way. Working with these deltas, a need for sequential composites appears. This means, that several sequently deltas are marged together to a new delta. Since this delta contains a lot of unnecessary information, it needs to be optimized regarding to the minimal paradigm which is mentioned in the corresponding paper. This paper supplies the reader with a broad overview of the basic concepts, the difference representation and application including the metamodel independent approach, and finally a narrow examination of the research topic, including constraints, examples and implementation details.

This thesis evaluates two automatic control systems, PID and LQ, for the purpose of controlling the steel marble in a Brio labyrinth game. The objective has been for these automatic control strategies to bring the marble through the labyrinth and examine how well they handle this problem. A mathematical model of the problem was derived and a detailed model of the labyrinth game was established in Mathworks software Simscape to streamline the development of the structural design and control system. Based on the Simscape model, the labyrinth game was modified with hardware necessary to perform the task. Before the development of the control system commenced, tests were carried out to study the marbles movement in the two models compared with the labyrinth game. This proved that the friction in the labyrinth game is non-linear compared to the models which both showed similar behavior. The control system was then implemented to be tested and evaluated in the Simscape model as well as the labyrinth game. In the Simscape model, they both perform equally well and the PID- and LQ-controller can easily bring the marble through the labyrinth. In the labyrinth game, the LQ controller succeeds in bringing the marble through the labyrinth in 45\% of cases, while the corresponding for the PID controller is 25\%. The LQ controller was the one that generally had the best performance and was able to handle the marbles movement despite the non-linearities. The PID controller's performance was poorer, which is largely due to said non-linearities but also noise in the system, which the LQ controller is not affected as much by. The study shows that non-linearities such as friction are difficult to model. The model-based design is a good method but can be time consuming and the end result can make it difficult to motivate in many cases.

<p>Component-based software development has emerged as a promising approach for developing complex software systems by composing smaller independently developed components into larger component assemblies. This approach offers means to increase software reuse, achieve higher flexibility and shorter time-to-market by the use of off-the-shelf components (COTS). However, the use of COTS in safety-critical system is highly unexplored.</p><p>This thesis addresses the problems appearing in component-based development of safety-critical systems. We aim at efficient reasoning about safety at system level while adding or replacing components. For safety-related reasoning it does not suffice to consider functioning components in their intended environments but also the behaviour of components in presence of single or multiple faults. Our contribution is a formal component model that includes the notion of a safety interface. It describes how the component behaves with respect to violation of a given system-level property in presence of faults in its environment. This approach also provides a link between formal analysis of components in safety-critical systems and the traditional engineering processes supported by model-based development.</p><p>We also present an algorithm for deriving safety interfaces given a particular safety property and fault modes for the component. The safety interface is then used in a method proposed for compositional reasoning about component assemblies. Instead of reasoning about the effect of faults on the composed system, we suggest analysis of fault tolerance through pair wise analysis based on safety interfaces.</p><p>The framework is demonstrated as a proof-of-concept in two case studies; a hydraulic system from the aerospace industry and an adaptive cruise controller from the automotive industry. The case studies have shown that a more efficient system-level safety analysis can be performed using the safety interfaces.</p>

Component-based software development has emerged as a promising approach for developing complex software systems by composing smaller independently developed components into larger component assemblies. This approach offers means to increase software reuse, achieve higher flexibility and shorter time-to-market by the use of off-the-shelf components (COTS). However, the use of COTS in safety-critical system is highly unexplored. This thesis addresses the problems appearing in component-based development of safety-critical systems. We aim at efficient reasoning about safety at system level while adding or replacing components. For safety-related reasoning it does not suffice to consider functioning components in their intended environments but also the behaviour of components in presence of single or multiple faults. Our contribution is a formal component model that includes the notion of a safety interface. It describes how the component behaves with respect to violation of a given system-level property in presence of faults in its environment. This approach also provides a link between formal analysis of components in safety-critical systems and the traditional engineering processes supported by model-based development. We also present an algorithm for deriving safety interfaces given a particular safety property and fault modes for the component. The safety interface is then used in a method proposed for compositional reasoning about component assemblies. Instead of reasoning about the effect of faults on the composed system, we suggest analysis of fault tolerance through pair wise analysis based on safety interfaces. The framework is demonstrated as a proof-of-concept in two case studies; a hydraulic system from the aerospace industry and an adaptive cruise controller from the automotive industry. The case studies have shown that a more efficient system-level safety analysis can be performed using the safety interfaces.

Ein Haupteinsatzgebiet der Großraummanipulatoren stellen Betonverteilermasten dar. Aufgrund der langen schmalen Armkonstruktionen fällt bei diesen Maschinen der Trend zum Leichtbau bezüglich der Dynamik besonders ins Gewicht. Um die Vorteile leichter Konstruktionen wie geringere Achslasten, geringerer Kraftstoffverbrauch und kleinere Antriebe nutzen zu können, werden Regelungen benötigt, die die Struktur stabilisieren und ein Schwingen der Mastspitze verhindern. Zur Systemanalyse und Regelungsauslegung wurde ein Mehrkörpermodell aus starren und elastischen Körpern sowie den notwendigen Hydraulikzylindern erstellt und durch Messungen validiert. Am Modell konnte gezeigt werden, dass die Regelung im letzten Gelenk die Schwingung an der Mastspitze maßgeblich beeinflusst und zur Schwingungstilgung eingesetzt werden kann. Hierfür wird die Bewegung des Verteilermastes durch eine Ausgleichsbewegung im letzten Gelenk kompensiert, sodass die Mastspitze keine starken Schwingungen ausführt. Die Schwingungen werden über Beschleunigungsmessung detektiert und nach entsprechender Filterung kann die Bewegung bestimmt werden. Mittels Sliding Mode Control erfolgt die Berechnung der schwingungsmindernden Zylinderkraft und garantiert somit Robustheit gegenüber Modellierungsungenauigkeiten und äußeren Störungen. Die Kraftregelung des Hydraulikzylinders wird anschließend über eine Integrator-Backstepping Regelung realisiert. Die resultierende Schwingungsminimierung beträgt in unterschiedlichsten Maststellungen bis zu 95%. / A special case of multi-link manipulators are truck mounted concrete pumps. Due to the lightweight design of the long and slender boom, it is vulnerable to vibrations. The advantages are smaller masses and therefore less actuation power which results in smaller actuators with less fuel consumption. In order to retain the advantages of lightweight design, special controllers are needed to stabilize the overall system and result in a vibration free motion of the boom tip. A multibody system with flexible bodies has been built in order to analyse the system's behaviour and to test and design appropriate control strategies. It could be demonstrated, that controlling only the last joint of the boom decisively effects the motion of the boom tip and is therefore suitable to suppress vibrations. The idea is to compensate the boom's motion by adjusting the last joint angle in a way, so that the boom tip stays at its initial position. In order to implement these findings and obtain a robust control three steps are necessary: the boom's motion must be measured and a vibration reducing force defined which has to be applied by the hydraulic actuator. The vibrations are detected by acceleration measurement and after appropriate filtering a joint angle trajectory can be determined. The cylinder force is found using Sliding Mode Control which guarantees robustness against modeling inaccuracies and external disturbances. A mathematical description of the last segment is necessary for the design of this nonlinear control strategy. The force control of the hydraulic cylinder is then implemented via backstepping control. The resulting vibration is minimized by this control by up to 95% at different boom positions.

Ein Haupteinsatzgebiet der Großraummanipulatoren stellen Betonverteilermasten dar. Aufgrund der langen schmalen Armkonstruktionen fällt bei diesen Maschinen der Trend zum Leichtbau bezüglich der Dynamik besonders ins Gewicht. Um die Vorteile leichter Konstruktionen wie geringere Achslasten, geringerer Kraftstoffverbrauch und kleinere Antriebe nutzen zu können, werden Regelungen benötigt, die die Struktur stabilisieren und ein Schwingen der Mastspitze verhindern. Zur Systemanalyse und Regelungsauslegung wurde ein Mehrkörpermodell aus starren und elastischen Körpern sowie den notwendigen Hydraulikzylindern erstellt und durch Messungen validiert. Am Modell konnte gezeigt werden, dass die Regelung im letzten Gelenk die Schwingung an der Mastspitze maßgeblich beeinflusst und zur Schwingungstilgung eingesetzt werden kann. Hierfür wird die Bewegung des Verteilermastes durch eine Ausgleichsbewegung im letzten Gelenk kompensiert, sodass die Mastspitze keine starken Schwingungen ausführt. Die Schwingungen werden über Beschleunigungsmessung detektiert und nach entsprechender Filterung kann die Bewegung bestimmt werden. Mittels Sliding Mode Control erfolgt die Berechnung der schwingungsmindernden Zylinderkraft und garantiert somit Robustheit gegenüber Modellierungsungenauigkeiten und äußeren Störungen. Die Kraftregelung des Hydraulikzylinders wird anschließend über eine Integrator-Backstepping Regelung realisiert. Die resultierende Schwingungsminimierung beträgt in unterschiedlichsten Maststellungen bis zu 95%. / A special case of multi-link manipulators are truck mounted concrete pumps. Due to the lightweight design of the long and slender boom, it is vulnerable to vibrations. The advantages are smaller masses and therefore less actuation power which results in smaller actuators with less fuel consumption. In order to retain the advantages of lightweight design, special controllers are needed to stabilize the overall system and result in a vibration free motion of the boom tip. A multibody system with flexible bodies has been built in order to analyse the system's behaviour and to test and design appropriate control strategies. It could be demonstrated, that controlling only the last joint of the boom decisively effects the motion of the boom tip and is therefore suitable to suppress vibrations. The idea is to compensate the boom's motion by adjusting the last joint angle in a way, so that the boom tip stays at its initial position. In order to implement these findings and obtain a robust control three steps are necessary: the boom's motion must be measured and a vibration reducing force defined which has to be applied by the hydraulic actuator. The vibrations are detected by acceleration measurement and after appropriate filtering a joint angle trajectory can be determined. The cylinder force is found using Sliding Mode Control which guarantees robustness against modeling inaccuracies and external disturbances. A mathematical description of the last segment is necessary for the design of this nonlinear control strategy. The force control of the hydraulic cylinder is then implemented via backstepping control. The resulting vibration is minimized by this control by up to 95% at different boom positions.

För att kunna framföra ett fordon på ett säkert sätt är vindrutetorkning är en viktig del. Men, bara för att det är en viktig del i användandet innebär det inte att det är en viktig del i utvecklingen. Detta har visat sig genom att funktionen och designen av vindrutetorkare på lastbilar har varit densamma i årtionden. När hytten till Scanias senaste lastbilsmodell designades så minskades tjockleken på torpedväggen för att spara vikt. Detta minskade även styvheten i hytten, vilket fick de vibrationer som inducerades vid körning av vindrutetorkarna att nå en kritisk gräns. Problemställningen för detta exjobb var därför att förstå ursprunget till dessa vibrationer och hur delsystemen interagerar med varandra genom att utföra modellbaserad utveckling (MBD). Uppgiften var att undersöka vilka ändringar som behövde genomföras i styrningen av vindrutetorkarna och systemspecifikationen för den inbyggda styrenheten för att reducera vibrationerna och säkerställa Scanias position som premiummärke även i framtiden. Vindrutetorkarsystemet modellerades i Simulink, med både Simulink-block och Simscapemodeller. En strömberoende spänningskontroller för rörelsestyrning utvecklades för att sedan verifieras på nuvarande hårdvara. Rekommendationer för framtida arbete på ECU gällande systemfrekvens för mätning samt algoritmdesign gjordes, samt helhetstänket vid design av ett nytt system poängterades. Resultaten visar att styrning av en likströmsmotor med ström som ingångsparameter är komplicerat då strömmen varierar kraftigt på grund av störningar. Algoritmen som behandlar mätdatat måste därför vara väldigt robust eftersom filtrering påverkar systemet genom att lägga till fas i kontrollern, vilket ger eftersläpningar. Kommande arbetsinsatser bör fokusera på hur man väljer komponenter som matchar varandra gällande likströmsmotor och ECU. Desto mer logik som placeras i motorn, desto mindre datorkraft behövs i den inbyggda styrenheten. / Windscreen wiping is an important part of driving safety and vehicle maneuverability. However, importance does not automatically imply progression, and the wiping functionality for heavy commercial vehicles have remained roughly the same through decades. When redesigning the cab for the latest truck generation at Scania, the thickness of the firewall was reduced to save weight.This reduced the stiffness of the cab, which made the vibrations in the throttle pedal from actuating the windscreen wiper rise to a critical level.The problem definition in this thesis was to understand the root-cause and cooperation in the system by doing modelling and Model-Based Design (MBD), rather than starting with experimental verification. The task was to investigate what changes needed to be made in the controlling of the wiper motor and system specification of the ECU to reduce vibrations and ensure Scania's position as a premium brand in the future. The windscreen wiping system was modelled in Simulink, with both Simulink blocks and Simscape models. A current-measuring voltage-controller for motion-profiles was developed and verified on real production hardware. Recommendation for future development of next ECU generation regarding sampling time and controller design was made and the importance of considering the whole system design was emphasized. Results showed that controlling with current measurement of DC-motors as input parameter is avolatile approach due to disturbances. The algorithms depending on this measurement needs to be very robust, since filtering adds unwanted delay to the control loop. Further investigations should be made in the component selection when mapping motors with the correct driver. The more logic placed in the motor, the less need for a complex ECU and vice versa.

In recent years gasoline engines have become increasingly complex, for example through the introduction of electronic control and monitoring systems for ignition, fuel injection and exhaust aftertreatment. Parallel to this the requirements placed upon engines have also increased hence the need to develop new engine technologies. This demand for new technologies is, in part, due to the self obligation of the automobile industry to reduce the CO2 emissions about 25% by 2005, and also to the increasingly stringent future exhaust limits. Some promising solutions are currently in development, e.g. the direct injection gasoline engine and variable valve trains. All these new technologies are characterised by increasing complexity and significantly higher degrees of freedom. The associated application expenditure rises drastically with the number of free parameters and also with improved quality standards. Possible solutions to meet the future requirements of the development process are based on model-based parameter optimisation and the use of test methods, such as &amp;quot;Design of Experiments&amp;quot; (DoE). The idea behind this approach is to produce models to describe the dependence of the responses of interest (i.e. fuel consumption) on the adjusted engine parameters. With these models offline optimisation of the engine can be carry out, independently of testbench resources. The measured data for the models are produced with the help of statistically designed experiments. Thus, the testing and analysis processes are structured and the expenditure limited. In the following the DoE methodology will be employed of a gasoline engine with electromechanical valve train. / Der Ottomotor im Kraftfahrzeug hat in den letzten Jahren mit dem Einzug elektronischer Steuer- und Regelsysteme für Zündung, Einspritzung und Abgasnachbehandlung einen sehr hohen technischen Stand erreicht. Die wachsenden Ansprüche an die Motorenentwicklung im Hinblick auf Verbrauchsreduzierung bei gleichzeitiger Erfüllung der zukünftigen Abgasgrenzwerte, verschärfen den Druck zur Entwicklung weiterführender Technologien. Hierbei gibt es bereits einige vielversprechende Lösungsansätze, wie z.B. die Direkteinspritzung oder variable Ventilsteuerungen. All diese neuen Technologien zeichnen sich durch eine wachsende Komplexität durch die signifikant höhere Anzahl von Freiheitsgraden aus. Der damit verbundene Applikationsaufwand steigt drastisch durch die wachsende Anzahl freier Parameter, aber auch durch die steigenden Anforderungen an die Qualität der Applikationsergebnisse. Einen möglichen Lösungsansatz zur Realisierung der zukünftigen Anforderungen an den Entwicklungsprozess stellen die modellgestützte Parameteroptimierung sowie der Einsatz der &amp;quot;Statistischen Versuchsplanung&amp;quot; (SVP) - &amp;quot;Design of Experiments&amp;quot; (DoE) - dar. Der Grundgedanke basiert auf der Erstellung von Modellen zur Beschreibung der Abhängigkeiten variierter Verstellparameter. Mit diesen Modellen können Offline-Optimierungen unabhängig von Prüfstandsressourcen durchgeführt werden. Die für die Modellbildung benötigten Messdaten werden mit Hilfe der statistischen Versuchsplanung erzeugt. Dadurch wird der Prozess strukturiert und der Aufwand wird begrenzt. In der Arbeit wird der Einsatz der DoE-Methodik am Beispiel eines Ottomotors mit elektromechanischer Ventilsteuerung (EMVS) aufgezeigt.

In recent years gasoline engines have become increasingly complex, for example through the introduction of electronic control and monitoring systems for ignition, fuel injection and exhaust aftertreatment. Parallel to this the requirements placed upon engines have also increased hence the need to develop new engine technologies. This demand for new technologies is, in part, due to the self obligation of the automobile industry to reduce the CO2 emissions about 25% by 2005, and also to the increasingly stringent future exhaust limits. Some promising solutions are currently in development, e.g. the direct injection gasoline engine and variable valve trains. All these new technologies are characterised by increasing complexity and significantly higher degrees of freedom. The associated application expenditure rises drastically with the number of free parameters and also with improved quality standards. Possible solutions to meet the future requirements of the development process are based on model-based parameter optimisation and the use of test methods, such as &amp;quot;Design of Experiments&amp;quot; (DoE). The idea behind this approach is to produce models to describe the dependence of the responses of interest (i.e. fuel consumption) on the adjusted engine parameters. With these models offline optimisation of the engine can be carry out, independently of testbench resources. The measured data for the models are produced with the help of statistically designed experiments. Thus, the testing and analysis processes are structured and the expenditure limited. In the following the DoE methodology will be employed of a gasoline engine with electromechanical valve train. / Der Ottomotor im Kraftfahrzeug hat in den letzten Jahren mit dem Einzug elektronischer Steuer- und Regelsysteme für Zündung, Einspritzung und Abgasnachbehandlung einen sehr hohen technischen Stand erreicht. Die wachsenden Ansprüche an die Motorenentwicklung im Hinblick auf Verbrauchsreduzierung bei gleichzeitiger Erfüllung der zukünftigen Abgasgrenzwerte, verschärfen den Druck zur Entwicklung weiterführender Technologien. Hierbei gibt es bereits einige vielversprechende Lösungsansätze, wie z.B. die Direkteinspritzung oder variable Ventilsteuerungen. All diese neuen Technologien zeichnen sich durch eine wachsende Komplexität durch die signifikant höhere Anzahl von Freiheitsgraden aus. Der damit verbundene Applikationsaufwand steigt drastisch durch die wachsende Anzahl freier Parameter, aber auch durch die steigenden Anforderungen an die Qualität der Applikationsergebnisse. Einen möglichen Lösungsansatz zur Realisierung der zukünftigen Anforderungen an den Entwicklungsprozess stellen die modellgestützte Parameteroptimierung sowie der Einsatz der &amp;quot;Statistischen Versuchsplanung&amp;quot; (SVP) - &amp;quot;Design of Experiments&amp;quot; (DoE) - dar. Der Grundgedanke basiert auf der Erstellung von Modellen zur Beschreibung der Abhängigkeiten variierter Verstellparameter. Mit diesen Modellen können Offline-Optimierungen unabhängig von Prüfstandsressourcen durchgeführt werden. Die für die Modellbildung benötigten Messdaten werden mit Hilfe der statistischen Versuchsplanung erzeugt. Dadurch wird der Prozess strukturiert und der Aufwand wird begrenzt. In der Arbeit wird der Einsatz der DoE-Methodik am Beispiel eines Ottomotors mit elektromechanischer Ventilsteuerung (EMVS) aufgezeigt.