The diploma thesis dealt with a partial problem of conversion of the mini-excavator E19 by Bobcat with an internal combustion engine to emission-free propulsion. The main task was design and construction of electrical and hydraulic circuits focusing on the drive of a mini-excavator. The simulations verified the properties and behavior of the mini-excavator under different conditions and initial settings. The results were comfirmed by experimental measurements. The output of the simulations recommended adjustments to the values of individual parameters depending on the travel speed but also the efficiency of the entire machine.

The main idea is focused on the diagnostics of a specific hydraulic system, i.e. sensing the physical quantities of the hydraulic circuit with a tank and a centrifugal pump driven by an asynchronous motor. It is a system of pipes connected to the pump, where due to its work it creates a water flow and a pressure increase. In practice, this issue is also addressed in the energy and nuclear industries. Primary circuits in some cases cannot be designed or modified to be able measure locally the pressure value. It is necessary to measure this quantity indirectly - from the motor currents. The main idea of the work is to diagnose the system by an indirect method - specifically to detect the state of the hydraulic circuit (pressure, flow) from the values that we are able to measure and detect damage in advance. In the second part of the thesis is the application of the parts of a specific hydraulic system in the simulation environment MATLAB Simulink. The model of the hydraulic circuit contains mathematical-physical relations that simulate the course of the mentioned experiment. The results of the simulation are compared with the results of the experiment. The model also investigates the simulation of a fault condition, when we supply pressure pulsations to the hydraulic circuit. It is these changes in the hydraulic part that affect the characteristics of the pump and the asynchronous motor, so we are able to diagnose this system.

The content of this master´s thesis is compact complex piece of knowledge from semestral projects 1 and 2. These semestral projects deal with analysis two-axle servo - drive, most common methods design regulators, design regulators and their simulation. Further was analysed quality regulation integral criteria, whereupon connect simulation circular and linear interpolation. Simulation was effected by force of Matlab Simulink. In one’s chapter was tested effect feedforwards to regulation. In closing parts is acquaint with control section position EPOS, and programming environment Open PCS company Maxon. In this environment was biaxial drive with EC motors Maxon and control section EPOS P 24/5 programmed. Results was discusseds with simulation.

The aim of this master’s thesis is to use virtual reality to analyze and display the vehicle and the quantities characterizing the dynamic properties of the vehicle. The simulation software tools are used Matlab/Simulink and Virtual Reality Toolbox. The measured or calculated data will the input for the simulation. The dissertation is aimed to create a virtual scene and a dynamic system for the movement of file.

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.

Advanced automatic testing is very important in development and research within the vehicle industry. Hardware-in-the-loop (HIL) systems give the ability to validate Electronic Control Units (ECUs) based on software simulation without gathering all of the physical hardware. This enables testing by providing inputs and examining the corresponding outputs of the ECUs in a simpler and safer way than in traditional physical testing. HIL offers the advantage that we can verify and validate the functions of ECUs prior to full-scale hardware production. On the contrary, because HIL systems are normally released as general-purpose test beds, it takes time to embed them into the current system. Additionally, the question of how to fill the gap between the HIL and the test environment is even more critical when the test bed is expected to be used for a long period of time without modifications. Furthermore, HIL systems are precious. It is not practical and will be considered as a waste of resource if it is used exclusively by testers. Scania’s RESI group uses Client-Server architecture to make it more flexible. The HIL system is hosted at server side while the testers operate it at client side. This architecture enables different implementations of client and server as long as a same protocol is applied, but this still does not solve the problem that the HIL is not always accessible when the testers want to debug their scripts. The testers want to find a solution to achieve this goal offline (without servers). To solve the problem, we first investigated which programming languages are used in the industry. Without doubt, there is no dominant language that ideally suits all situations, so secondly, we developed a new test environment. The new environment including “Dummy Mode” and “Mat Mode” is able to provide script validation service on basic and logic levels without servers. The result shows the Dummy mode is able to reach a higher detection rate (99.3%) on simple errors comparing to the current environment (81.3%). By reproducing and reusing the result of HIL system, Mat mode is able to identify logic errors and provide better assistance when the logic errors are found. In general, the proposed environment is able to show a better way of using HIL which makes the whole system more efficient and productive. / I fordonsindustrin ställs stora krav på avancerad automatiserad testning. För att utvärdera Electronic Control Units (ECUs) används så kallade Hardware-In-the-Loop-system (HIL) för att simulera den omkringliggande hårdvaran. Detta möjliggör enklare samt säkrare testning av ECU-komponenterna än vid traditionell fysisk testning. Med hjälp av HIL kan ECUs testas innan en fullskalig produktion sätts igång. Då HIL-system vanligtvis utvecklas för ett brett användningsområde kan det ta tid att skräddarsy dem för ett specifikt system. Ett annat viktigt problem vi ställs inför är skillnaderna mellan HIL-systemet och testmiljön, då testfallen förväntas att användas en längre tid utan förändringar. Vidare är HIL-system kostsamma. Det anses vara varken praktiskt eller ekonomiskt att låta HIL-system enbart användas av testare. Scanias RESI-grupp använder en klient-server-arkitektur för att åstadkomma flexibilitet HIL-systemet körs på serversidan medan testarna arbetar på klientsidan. Den här typen av arkitektur öppnar upp för olika implementationer på klient- samt serversida, förutsatt att samma kommunikationsprotokoll används. En nackdel med den nuvarande lösningen är att HIL-systemet inte alltid finns tillgängligt när testarna vill felsöka deras programskript. Testarna vill hitta en lösning där det går att utföra felsökningen lokalt, utan tillgång till servrar. För att kunna lösa problemet undersöktes först vilka programmeringsspråk som används inom industrin. Undersökningen visar på att det finns inget programmeringsspråk som är idealt för alla ändamål. Vidare utvecklades en ny testmiljö som tillhandahåller testlägena "Dummy Mode" samt "Mat Mode". Testmiljön kan användas för att validera programskript på grund- och logiknivå utan att kommunicera mot servrar. Resultatet visar att "Dummy Mode" detekterar upp till 99.3% av enklare typ av fel än motsvarande 81.3% i nuvarande testmiljön. Genom att reproducera och återanvända resultat av HIL-systemet kan “Mat Mode” identifiera logikfel samt ge en bättre indikation om vad felen innebär. Generellt sätt kan den föreslagna testmiljön visa på ett bättre användande av HIL, som gör hela systemet mer effektivt och produktivt.

As new requirements for grid connected generators were implemented, the requirements for evaluating the Fault Ride Through capabilities of the generators became stricter. When refurbishing a power unit, proof that the power unit meet the requirements must be submitted to the authorities. Performing simulations of the Fault Ride Through of a production unit is an extensive process and requires advanced simulation models and tools. Therefore, the need for a simplified tool for estimating the Fault Ride Through capability arose, which is what the project produced. Also, knowledge of which production module characteristics (such as the generator parameters, transformer and excitation system) have the largest effect on the Fault Ride Through time, would also be beneficial. Through the creation of Simulink simulation models of two hydropower stations and a sensitivity analysis of station parameters, the relative effect of the parameters on the Fault Ride Through time is estimated and implemented into a time independent Fault Ride Through time estimation tool, based on the Equal Area criterion. The purpose of the time-independent Fault Ride Through time estimation tool is to provide an insight into the approximate transient stability of the hydropower station and which parameters affect the performance the most. Simulations show that the transient reactance of the generator, the generator inertia, the transient time constant and the transformer inductance have the largest effect on the Fault Ride Through capability. The results show that a simplified tool cannot estimate the Fault Ride Through as accurately as a time-domain simulation model can.

I detta examensarbete simuleras ett värmehanteringssystem i Matlab Simulink för en elektrisk lastbil, det för att värmehantera fordonets klimat. Där en värmepump används för nedkylning av kupé och batteri samt en PTC (elektrisk värmare) för uppvärmning av detsamma. Värmepumpen fungerar genom att kompressorn förångar R-134a kylmedlet i systemet som sedan omvandlas till vätska vid nedkylning av kondensorn som utbyter energi med omgivande luften. Vätskan skickas vidare till en mottagare som filtrerar kylmedlet för att sedan överföras till en expansionsventil som kontrollerar trycket i systemet. Vätskan går sedan till evaporatorn för att kylas ned av ett utbyte med varmare omgivande luft från kupén, därefter börjar nedkylningsproessen om. PTC värmaren har en passiv uppvärmningsfunktionaliteten som tar emot ström genom ett motstånd och värmer komponenten med hjälp av en vattencykel. Batteriets räckvidd minskar vid fel temperaturer därav kan batteriets temperatur kontrolleras i drift. Det för att teoretiskt öka räckvidden på fordonet genom att ha batteriet vid en mer gynnsam temperatur. En förstudie genomförs där data samlas in för att sedan modellera och redovisa simulerade resultat som åstadkoms för olika scenarion med uppvärmning och nedkylning. Det visar sig att systemets batteri tar för lång tid vid nedkylning och uppvärmning på grund av dess stora massa. Detta då batteriet inte når måltemperaturen under simuleringens gång som körs i 1 timme och därav inte efter komforttiden som är 10 minuter. Vidare når kupéns delar önskad temperatur inom simuleringstiden förutom under kupéns nedkylning där taket kyls långsammare än önskat. Den enda delen av kupén som uppnår komforttiden är kupéns sidor vid uppvärmning. Vilket betyder att optimeringar på systemet bör tillämpas för att åstadkomma bättre och mer realistiska resultat. / In this thesis, a thermal management system is simulated in Matlab Simulink for an battery electric truck, in order to thermally manage the vehicle's climate. A heat pump is implemented to cool down the cabin and battery while a PTC (electric heater) is implemented to heat the systems respectively. The heat pump works by the compressor vaporizing the R-134a refrigerant in the system, which is then converted to liquid when cooled by the condenser, which exchanges energy with the surrounding air. The liquid is sent further to a receiver that filters the refrigerant and is then transferred to an expansion valve that controls the pressure in the system. The liquid then goes to the evaporator to be cooled by an exchange with warmer ambient air from the vehicle cabin, after which the cooling process begins again. The PTC heater has a passive heating functionality that receives current through a resistor and heats the component using a coolant loop. The battery's range is reduced at incorrect temperatures, therefore the battery's temperature can be checked during operation. This is to theoretically increase the range of the vehicle by having the battery at a more favorable temperature. A pre-study is carried out where data is collected to then model, and present simulated results that were achieved for different scenarios with heating and cooling. It turns out that the system's battery takes too long to cool down and warm up due to its large mass. This is because the battery does not reach the target temperature during the course of the simulation, which is run for 1 hour, and therefore not after the comfort time which is 10 minutes. Furthermore, the parts of the cabin reach the desired temperature within the simulation time, except during the cooling down of the cabin, where the roof cools more slowly than desired. The only part of the cabin that achieves the comfort time is the sides of the cabin when heated. Which means that optimizations to the system should be applied in order to achieve better and more realistic results.

The demand for turbofan engine performance development is high in the military industry. However, to develop the engine, it is necessary to predict its performance, and engine testing is both time-consuming and costly. Therefore, simulation is an effective approach to predicting the engine’s performance. During this thesis, a low bypass ratio turbofan engine is created in the simulation tool Simulink to investigate the engine performance throughout different flight conditions and maneuvers. The engine model is constructed for the future fighter aircraft at SAAB Aeronautics. The development of a design point has received particular attention throughout the work. After that, the development of proven methods for estimating engine performance of other parts of the flight envelope, resulting in increased model fidelity and enabling simulations of the same engine type but under different conditions and flight cases. To summarize, the tests of the engine model are successful under various design characteristics, conditions, and flight cases. In addition, simulations of the performance evaluation of fighter aircraft engines have been accomplished.

Multiphase machines have gained a lot of popularity during the recent years, as they offer certain benefits over their three- phase counterparts. This work investigates the losses of a six- phase drive system for a marine application when supplied by four different switching patterns (also referred to as modulators). Using MATLAB/SIMULINK, a model was built for the machine featuring three independent frames and a nonlinear, cross coupled flux relation. It has been connected with the corresponding modulator models, where two carrier based modulators have been developed as well as two space vector modulators. The simulation data was then fed into the loss model to calculate the corresponding losses in both machine and converter. This work shows that control of the harmonics – mainly the fifth – is beneficial to reduce losses, mainly in the machine. Without control, harmonic currents cause unnecessary losses. As none of the investigated modulators strictly dominates all others, this work suggests a combination of the two carrier based methods to create a simple and robust modulator, which offers both a high voltage magnitude and control over the fifth harmonic. / Flerfasmaskiner har blivit mycket populära under dem sestate åren, då de erbjuder specifika fördelar jämfört med trefasmaskiner. Denna avhandling undersöker förlusterna för en sexfasmakin för en maritim applikation när den är kopplad med fyra olika modulatorer. En modell för maskinen byggdes i MATLAB/SIMULINK som innehåller tre oberoende nivåer samt en ickelinjär och korskopplad flödesrelation. Maskinmodellen har blivit kopplad till de fyra korresponderande modulatormodellerna, där två är baserade på bärvågor samt de resterande två är baserade på rymdvektormodulation. Data erhållen från den simulerade maskinmodellen var sedan inmatad in i en förlustmodell för att beräkna de korresponderande förlusterna för både maskinen och omvandlare. Denna avhandling visar att kontroll av övertoner – i huvudsak den femte övertonen – är fördelaktigt för att minimera förluster, främst i maskinen. Eftersom ingen av de modulatorerna som undersöktes i avhandlingen är bäst i alla funktioner, föreslår avhandlingen en kombination av de två bärvågsberoende metoderna. Den nya modulatorn antas vara bra både i kontrol över den femte övertonen men också erbjuda en hög spänning tack vare hamonisk injektion. Dessutom är modulatorn enkelt och robust, eftersom det är bärvågberoende.