Optimierungsaufgaben unter Partiellen Differentialgleichungen (PDGLs) tauchen in verschiedensten Anwendungen der Wissenschaft und Technik auf. Wenn wir ein PDGL Problem formulieren, kann es aufgrund seiner Größe unmöglich werden, das Problem mit konventionellen Methoden zu lösen. Zusätzlich noch eine Optimierung auszuführen birgt zusätzliche Schwierigkeiten. In vielen Fällen können wir das PDGL Problem in einem kompakteren Format formulieren indem wir der zugrundeliegenden Kronecker-Produkt Struktur zwischen Raum- und Zeitdimension Aufmerksamkeit schenken. Wenn die PDGL zusätzlich mit Isogeometrischer Analysis diskretisiert wurde, können wir zusätlich eine Niedrig-Rang Approximation zwischen den einzelnen Raumdimensionen erzeugen. Diese Niedrig-Rang Approximation lässt uns die Systemmatrizen schnell und speicherschonend aufstellen. Das folgende PDGL-Problem lässt sich als Summe aus Kronecker-Produkten beschreiben, welche als eine Niedrig-Rang Tensortrain Formulierung interpretiert werden kann. Diese kann effizient im Niedrig-Rang Format gelöst werden. Wir illustrieren dies mit unterschiedlichen, anspruchsvollen Beispielproblemen.:Introduction Tensor Train Format Isogeometric Analysis PDE-constrained Optimization Bayesian Inverse Problems A low-rank tensor method for PDE-constrained optimization with Isogeometric Analysis A low-rank matrix equation method for solving PDE-constrained optimization problems A low-rank tensor method to reconstruct sparse initial states for PDEs with Isogeometric Analysis Theses and Summary Bibilography / Optimization problems governed by Partial Differential Equations (PDEs) arise in various applications of science and engineering. If we formulate a discretization of a PDE problem, it may become infeasible to treat the problem with conventional methods due to its size. Solving an optimization problem on top of the forward problem poses additional difficulties. Often, we can formulate the PDE problem in a more compact format by paying attention to the underlying Kronecker product structure between the space and time dimension of the discretization. When the PDE is discretized with Isogeometric Analysis we can additionally formulate a low-rank representation with Kronecker products between its individual spatial dimensions. This low-rank formulation gives rise to a fast and memory efficient assembly for the system matrices. The PDE problem represented as a sum of Kronecker products can then be interpreted as a low-rank tensor train formulation, which can be efficiently solved in a low-rank format. We illustrate this for several challenging PDE-constrained problems.:Introduction Tensor Train Format Isogeometric Analysis PDE-constrained Optimization Bayesian Inverse Problems A low-rank tensor method for PDE-constrained optimization with Isogeometric Analysis A low-rank matrix equation method for solving PDE-constrained optimization problems A low-rank tensor method to reconstruct sparse initial states for PDEs with Isogeometric Analysis Theses and Summary Bibilography

The diploma thesis deals with the design of a magnetorheological damper with a short response time of the damping force for the bogie of a rail vehicle. The largest component, which slows down the response, is the eddy currents generated in the piston group of the MR damper. A rapid onset of damping force is achieved by using a shape approach in magnetic circuit design. The shape approach increases the distance that the eddy currents must travel, and therefore it helps to reduce them. The shape approach is realized by grooving the core and the shell of the MR damper. The proposed fast version of the MR damper is measured on a hydraulic pulsator and its results show a sufficient time response of the damping force. This response does not exceed 8 ms for the primary onset of the damping force. The new fast design of the MR damper combines the greatest advantages of the technology and enables to meet new requirements for damping elements in the rolling stock chassis.

The aim of the work is to find a suitable way and solution of mediating architecture and its broad themes into the lives of the public. To design an ideal space and suitable conditions for the popularization not only of architecture, but also of related fields such as art, landscape architecture and construction, where all these disciplines will be connected. The main part of the design is to find a suitable way to "transfer" architecture from large cities and those in which it is taught to regional cities or villages. This way of presentation and sharing would be carried out by mobile pavilions, which would create mobile studios. The entire system will be coordinated and managed by the building, where these mobile pavilions will be merged and modularized. The building will create a "center of architecture", where all functions will be combined. This centre serves as a complementary function to the schools of architecture, civil engineering, fine arts and landscape architecture. Thus, there will be cooperation between students across all disciplines with a place for presentation and exhibition to the public.

The thesis disserts upon computational modelling of valve train mechanical losses, finding the appropriate method of solving and its application on valve gear in Diesel in-line four-cylinder engine. The thesis further disserts upon proposition of appropriate adjustments leading to the reduction of mechanical losses. The calculation was performed in MBS software ADAMS.

The main aim of this diploma thesis is to evaluate and select the most appropriate option how to mount a power unit in Formula Student vehicle. It assesses an overall dynamic behaviour of a drive unit mounted in student formula. At the end of the final thesis is an assessment of proposed engine mount variants. The study of parameters that most influence engine vibrations can be seen there.

This diploma thesis deals with valve train design of turbocharged engine used in Formula Student category race car. Based on thermodynamic model, a proper valve timing was chosen to achieve maximum power at high engine speed. A kinematic model was used to compute final cam profiles and CAD model was created.

The aim of this thesis is a comparing single valve train motion (SVT) and complete valve train motion with a flexible camshaft focused on dynamic characteristics. In this thesis is also performed kinematics analysis in the VALKIN software. Dynamic analysis is solved in the MBS software Virtual Engine. Influences to the valve train motion are described in the conclusion

This paper studies a method for active electrohydraulic force compensation in industrial scale high power applications. A valve controlled cylinder moves a mass using the force of inertia to compensate for the reaction forces of an industrial process. Two strategies for force compensation are developed and investigated in a 160 ton clamping unit of an injection moulding machine to significantly reduce the excitation. Results of the different strategies are shown and evaluated. Advantages and drawbacks of the developed electrohydraulic force compensation are discussed.

Punktlighet är ett viktigt mätetal inom järnvägsindustrin, men också en stor utmaning. Ett övergripande mål i Sverige är att samtliga tåg, både person- och godståg, ska ha en punktlighet på 95% vid slutdestinationen, där tåg som anländer högst fem minuter efter utsatt tid räknas som punktliga. Under 2019 var godstågens punktlighet 77,9%. Försenade godståg innebär stora kostnader i form av kvalitetsavgifter för den part som orsakat förseningen, samhällsekonomiska kostnader samt ett förlorat förtroende för järnvägen där kunder väljer andra transportslag för att garantera att varorna anländer i tid. Syftet med examensarbetet är att identifiera vilka faktorer som påverkar godstågens punktlighet samt att ta fram rekommendationer för hur punktligheten kan förbättras. För att uppfylla examensarbetets syfte delades projektet upp i två delmål som besvarades genom att tillämpa problemlösningsmetodiken DMAIC. Det första delmålet var att identifiera hur godstågens punktlighet påverkades av att avgå utanför utsatt tid. Detta undersöktes genom att jämföra hur godstågens resor förändrades då de avgått punktligt samt tidigare eller senare än planerat. Genom att visualisera hur genomsnittet av respektive resa sett ut och jämföra dessa med varandra kunde det påvisas att avgångstiden inte är den mest betydande faktorn för godstågens punktlighet. Detta för att resan såg liknande ut oavsett då tågen avgick och den totala restiden skiljde sig inte åt nämnvärt. Det framkom även att tåg som avgår punktligt får färre merförseningar än tåg som avgår utanför gränserna för punktliga tåg. Det andra delmålet var att identifiera vad som påverkar godstågens punktlighet längs sträckan. Detta undersöktes genom att studera godstågens tidsavvikelse vid samtliga trafikplatser längs sträckan samt att analysera de orsakskoder som rapporterats in för respektive tågresa. Här påvisades att tågen inte körs enligt framtagen tågplan, vilket påverkar punktligheten negativt. Några identifierade orsaker till detta är att de olika tåguppdragen har olika förutsättningar att köra samma sträcka, trots att de har samma största tillåtna hastighet. Samt att det finns tåguppdrag som systematiskt reducerar den framförda hastigheten på grund av minskad bromsverkan, vilket i sin tur beror på dåliga vagnar eller för långt/tungt tågekipage. Utöver de två delmålen identifierades även att det fanns bristande datakvalitet i den inrapportering av orsakskoder som tillämpas idag. Exempelvis saknades dryga 40 % data för att förklara varför en merförsening uppstått. Examensarbetet resulterade i tre rekommendationer för hur godstågens punktlighet kan förbättras och dessa var: Kontinuerlig dialog mellan berörda parter för att ta fram en mer tillförlitlig tågplan. Systematiska avvikelser från tågplanen ska ha en högre kvalitetsavgift vid förseningar. Förbättra analysunderlaget genom en bättre inrapportering av orsakskoder. / Punctuality is an important measurement in the railway industry, but also entails some challenges. In Sweden there is an overall goal that both passenger- and freight trains should have a 95% punctuality when they arrive at their final destination, where trains who arrive at their final destination less than five minutes after scheduled arrival counts as punctual. During 2019 the punctuality for freight trains was 77,9%. Delayed freight trains are connected to large costs for both the railway industry and for the society. The purpose of this master thesis is to identify which factors affect freight train punctuality and to find recommendations on how to improve it. To fulfill this purpose, the project was divided into two milestones that were answered by applying the problem-solving methodology DMAIC. The first milestone was to identify how punctuality was affected by freight trains departing outside of their appointed departure time. This was done by comparing how journeys differentiated when trains departed punctually as well as earlier or later than planned. By comparing these with each other it was proven that departure time is not the most affecting factor when it comes to freight train punctuality. Because each trains journey had a similar pattern regardless of when they departed and the travel time for the trains did not differ significantly. Furthermore, it was found that trains that are punctual at their time of departure have less delays during the trains entire route than trains who depart outside of the time-window for punctual departure.  The second milestone was to identify what affected the freight train punctuality during the trains entire route. This was done by investigating the time deviation for each train at every measurement point during the route and by analyzing the reasons for time deviation. It turned out that the trains did not run according to the set timetable, which affected the punctuality in a negative way. A few identified reasons for this was that different trains had different prerequisites to drive the same route, even though they are planned for the same speed. And that some trains systematically reduced their speed due to a lack of breaking capacity, as a result of the train being too long or heavy. Beyond the two milestones it was identified a lack of data quality in the reporting of reasons for time deviation. For example, about 40 % of data was missing that could have further explained why the trains where delayed.  The master thesis resulted in three recommendations for how freight train punctuality can be improved, and these were: Continuous dialogue between affected parties to make a timetable that is more reliable. Systematic deviations from the timetable should have a higher cost for causing these. Improved data quality for further analysis of why delays occur.

The research for electric vehicles has been growing during last years and the development of electric drive trains can be considered a main challenge. This thesis presents the electric drive train of the research concept vehicle (RCV) 2013, with particular focus on electric machines, motor controllers, and the communication system. In the first part of this thesis, the electric drive train configuration and components are described. In-wheel motors are proposed which is a permanent magnet synchronous machine (PMSM). This technology allows the use of autonomous corner modules (ACM) increasing the quality and safety of the system. Each of the four in-wheel motors has a controller enabling the use of torque or speed control mode. Furthermore, a dSPACE unit provides the total control of the system by CAN bus. Additionally, the dSPACE ControlDesk interface used to control the drive system is presented. In the second part, the heat sink of the AC Drive is investigated by measurements and analytical calculations. Furthermore, the motor temperature at different loads is also presented and discussed. Finally, the efficiency of an in-wheel motor (PRA 230) is studied. Also the efficiency of the motor controller is estimated and discussed.