The main focus of this dissertation thesis is on methods and tools which can increase the speed of software development process for embedded processors used in mechatronics applications. The first part of this work introduces software and hardware tools suitable for a rapid development and prototyping of new applications used today. This work focuses on two main topics from the mentioned application field. The first topic is a development of tools for an automatic code generation from the Simulink environment for an embedded processor. The second topic is a development of tools enabling execution time prediction based on a Simulink model. Next chapter of this work describes various aspects and properties of the Cerebot blockset, which is a toolset for a fully automatic code generation from a Simulink environment for an embedded processor. Following chapter describes various methods that are suitable for predicting the execution time on an embedded processor based on a Simulink model. Main contribution of this work presents the created support for a fully automatic code generation from a Simulink software for the MX7 cK hardware, which enables a code generation supporting also a complex peripheral (a graphic display unit). The next important contribution of this work presents the developed method for an automatic prediction of the software execution time based on a Simulink model.

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Previous studies have shown that many drivers are unable to provide the right amount of steering torque when facing an imminent collision with an upcoming obstacle. In some cases, drivers under-react i.e., they provide too low steering inputs and thus collide with the obstacle in front; in other cases, drivers might apply a higher steering input than necessary, potentially resulting in the vehicle leaving the road or losing stability. The EMA function is an active safety feature which has the sole objective of providing steering torque interference when performing such a manoeuvre. The motivation for the thesis work is to overcome some limitations of the existing MA function which does not incorporate the ability to differentiate driver reactions. In this thesis, an Evasive Manoeuvre Assist (EMA) function is designed to adapt to both types of the drivers, by an optimised steering torque overlay. The existing current EMA function is always amplifying the driver steering inputs using a feed-forward controller. The focus of this thesis work is to identify and dene a proper steering sequence reference model for closed-loop feedback control design. A simple single-point preview model is designed first to calculate the reference steering angle. A few test scenarios are set-up using the IPG CarMakerTMsimulation tool. The reference model is then tuned with respect to the amplitude and frequency by batch simulations to obtain the optimal steering prole. A feedback controller is then designed using this reference model. The controller is implemented in a real-time environment, using a Volvo rapid-prototype test vehicle. Preliminary variation tests have shown that the developed controller can enhance both an over-reacting and under-reacting driver's performance during an evasive manoeuvre, by applying assistance/resistance EPAS torque timely. The designed EMA function is shown to accommodate different driver reactions and provide intuitive torque interference. As opposed to the earlier notion that the EMA function only assists the driver with an additional steering wheel torque, it was shown that the optimal steering torque overlay might be in the form of assistance or resistance.

This report details the work which has been done to redesign an older process control lab setup, in order for it to become fully modular and wirelessly controllable.The process control lab setup of interest was the quadruple water tank process. Asa proof of concept, a single prototype tank module of the quadruple tank setup wasto be redesigned, where this new design would use entirely modular and wirelesslycontrollable sensors and actuators. The design of these wireless devices was donefrom scratch, the end result was that a set of micro-controller based devices whichcommunicate over Xbee radios were manufactured. Control of this wireless tanksystem was achieved through a custom Simulink interface, said interface was alsocreated during this project. The finalized tank prototype system worked as intendedand it fulfilled all of the relevant system requirements regarding the sensor and actuator network design. There was originally a mechanical design component in thisproject which had to be left after the initial research stages due to time constraints,which concerned the construction of a new tank system. This prototype system wasa proof of concept, which proved the feasibility of building larger scale wirelesslycontrollable process control systems, such as the quadruple water tank process.

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Att minska mängden koldioxidutsläpp är ett centraliserat mål för EU, med avsikt att bli koldioxidneutral 2050. Inom sjöfartsnäringen, särskilt fritidsbåtssektionen, kan minskningar av koldioxidutsläppen göras på individnivå genom att välja elektrisk framför fossil framdrivning. Denna rapport undersöker om effektbesparingar kan uppnås vid en marschfart på 8 knop, genom att använda en elmotor framför en förbränningsmotor. Eftersom elmotorer tenderar att ha andra egenskaper än förbränningsmotorer, väcker det också frågan om vilken typ av propeller som kan utnyttja elmotorns egenskaper. För att genomföra denna analys skapas en teoretisk modell i MATLAB Simulink. Båtens skrov 3D-skannas för att extrahera en yt-modell, som sedan har använts med ett CFD-verktyg (Computational Fluid Dynamics) för att uppskatta motstånd (skrovmotstånd) vid en given hastighet. Tillsammans med data från en förbränningsmotors datablad och aktuella propelleregenskaper, utgör denna information grunden för att bygga och utvärdera modellen. Resultaten från denna teoretiska modell har visat sig spegla den insamlade data upp till 95 % av verkligheten, vilket gör modellen acceptabel för påbyggande resultat som vid optimering av propeller. Den teoretiska modellen med förbränningsmotorn visade sig förbruka 7901 W vid 5 knop, där 17.1 % procent av energin från bränslet gick till att driva båten framåt. En elektrifierad version av den teoretiska modellen hade förbrukat 3935 W vid 5 knop, där 34.2 % procent av energin in i motorn gick till att driva båten framåt. Tillsammans med den bästa propellern från optimering av propeller kan framdrivningseffektiviteten öka till 36.17 %. Valet av elektrifiering ger i rapportens fall en ökning av energieffektivitet på 211 % jämfört med teoretisk modell med förbränningsmotor. / Decreasing the amount of carbon dioxide emissions is a centralized goal for theEU, with a target goal of becoming carbon neutral by 2050. Within the maritimeindustry, especially the recreational boating section, reductions of carbondioxide emissions can be made at an individual level by choosing electrical overfossil propulsion.This report investigates whether savings in power can be achieved at cruisingspeed of 8 knots, by using an electric engine over a combustion engine. Sinceelectrical engines tend to have different characteristics than combustion engines,it also raises the question of which type of propeller can utilize thecharacteristics of an electrical engine.To conduct this analysis, a theoretical model in MATLAB Simulink is created.The boat’s hull is 3D-scanned to extract a mesh model, which can then be usedwith computational fluid dynamics (CFD) tools to estimate resistance at a givenspeed. Along with data from combustion engine datasheets and currentpropeller characteristics, this information forms the basis for building andevaluating the model.The results from this theoretical model have shown to mirror the recorded dataup to 95 % of reality, making the model acceptable for further results such aspropeller optimization.The theoretical model with the combustion engine was found to consume 7901Wat 5 knots, where 17.1 % of the energy from the fuel went to propel the boatforward. An electrified version of the theoretical model would have consumed3935W at 5 knots, where 34.2 % of the energy input into the engine went topropelling the boat forward. Together with the best propeller from the propelleroptimization, the propulsion efficiency can increase to 36.17 %. In the report’scase, the choice of electrification results in an increase in energy efficiency of211 % compared to the theoretical model with the combustion engine.

The global market share of renewable electricity generation increased at an average compound rate of 15% between 2015 and 2020 and 348 GW in 2022 alone, which could result in a renewable share of 45% in energy generation by 2030 if the current trend continues. Therefore, action is required to reduce the number of suboptimal solutions resulting from the accelerated adoption rate, while ensuring the continued exponential growth. A novel approach to streamline the workflow in residential solar installation design processes through the development of a digital tool is proposed. The solution is structured into two layers. The first layer comprises a Simulink model of the most prevalent solar technologies, namely Photovoltaic (PV), Solar Thermal (ST) and Photovoltaic Thermal (PVT). The second layer contains an economic analysis tool developed in MATLAB. The initial model performs a transient simulation of the solar installation over the course of a year, considering generic client-provided inputs, such as the available surface area, energy consumption, solar panel model, location and ambient conditions, and then extrapolates for the lifespan of the system. Subsequent to this, the second layer utilises the outputs from the Simulink model to conduct an economic analysis, identifying the key economic parameters of the installation with the objective of determining the optimal technical parameters, such as collector area, storage size and solar share, among others. A case study was conducted on a Swedish residential building with limited roof area, utilising the developed tool, with a changing number of installed solar panels. The electric and thermal effective efficiencies varied from 9.2% to 10.9% and from 20.2% to 51.8% for PV and ST systems, respectively, depending on the number of panels in the installation. For PVT systems, the effective electric, thermal and total efficiencies varied from 9.0% to 11.5%, 17.2% to 43.7%, and 26.3% to 55.2%, respectively. A Net Present Value (NPV) analysis indicated that the optimal installation comprised 70 PV panels and 30 ST panels, resulting in an NPV of €117 888.