Dissertations / Theses on the topic 'Holistic Simulation'

This dissertation develops a holistic usability framework for distributed simulation systems (DSSs). The framework is developed considering relevant research in human-computer interaction, computer science, technical writing, engineering, management, and psychology. The methodology used consists of three steps: (1) framework development, (2) surveys of users to validate and refine the framework, and to determine attribute weights, and (3) application of the framework to two real-world systems. The concept of a holistic usability framework for DSSs arose during a project to improve the usability of the Virtual Test Bed, a prototypical DSS, and the framework is partly a result of that project. In addition, DSSs at Ames Research Center were studied for additional insights. The framework has six dimensions: end user needs, end user interface(s), programming, installation, training, and documentation. The categories of participants in this study include managers, researchers, programmers, end users, trainers, and trainees. The first survey was used to obtain qualitative and quantitative data to validate and refine the framework. Attributes that failed the validation test were dropped from the framework. A second survey was used to obtain attribute weights. The refined framework was used to evaluate two existing DSSs, measuring their holistic usabilities. Ensuring that the needs of the variety of types of users who interact with the system during design, development, and use are met is important to launch a successful system. Adequate consideration of system usability along the several dimensions in the framework will not only ensure system success but also increase productivity, lower life cycle costs, and result in a more pleasurable working experience for people who work with the system.
Ph.D.
Department of Industrial Engineering and Management Systems
Engineering and Computer Science
Industrial Engineering and Management Systems

Simulation and Modelling (S&M) have been proven as very valuable tools in the health care sector. In recent years, the sector has experienced a rapid increase in applications. However, it appears that health care organisations have failed to sustain the use of these powerful techniques. In this research, an extensive literature review is carried out to identify the main challenges of the use of health care simulation and the underlying barriers of implementing S&M in the sector. In order to address these issues, it identifies the need to fully embed S&M into the sector through a systematic approach. However, the literature in this subject area has not provided such a holistic approach to the use of simulation. With the view to embed these techniques in health care decision making processes, this research develops a new framework, known as SIMulation Thinking (SIMT), to overcome the identified challenges and barriers. SIMT includes five key components: infrastructure, management, culture change, methodology and modelling. Whilst the SIMT framework presents the important elements that need to be considered to make S&M mainstream tools, this research also presents an implementation framework which transforms SIMT into a practical and applicable approach to embed S&M in health care organisations. The implementation framework includes two main stages: planning stage and action stage. Questionnaire and case study approach are conducted to validate the usefulness and importance of the SIMT components and the proposed implementation framework. The questionnaire is used to understand how the selected group of experts consider the SIMT components and the planning stage of the implementation framework as a valuable guideline. To validate the action stage of the implementation framework, this research uses the case study approach which introduces the proposed methodologies and modelling best practices into a local hospital. The feedback received from the hospital is used to evaluate the usefulness and practicable of the proposed approach.

In contrast to constant operating states, particle and NOx emissions of internal combustion engines are significantly higher during transient operating states, which occur repeatedly at working cycles of mobile machines. This paper therefore deals with the conception, development and testing of hydraulic hybrid systems to reduce these emissions by phlegmatization of the engine. A wheel loader with its machine-typical working cycle serves as an example for the investigation of the benefits of such a system. Therefore, model based development techniques are used. In a holistic machine simulation, four different typical wheel loader cycles were carried out and the optimum size of the hydraulic accumulator for the hybrid system is identified by a parameter variation. The lowest emitted emissions and the smallest construction dimensions are the key elements for the accumulator selection. With an optimal hydraulic accumulator, a reduction in particle emissions of up to 29.4 % is achieved in one of the cycles investigated.

Composants de systèmes de sûreté nucléaire sont en général très fiable, ce qui conduit à une difficulté de modéliser leurs comportements de dégradation et d'échec en raison de la quantité limitée de données disponibles. Par ailleurs, la complexité de cette tâche de modélisation est augmentée par le fait que ces systèmes sont souvent l'objet de multiples processus concurrents de dégradation et que ceux-ci peut être dépendants dans certaines circonstances, et influencé par un certain nombre de facteurs externes (par exemple la température, le stress, les chocs mécaniques, etc.).Dans ce cadre de problème compliqué, ce travail de thèse vise à développer un cadre holistique de modèles et de méthodes de calcul pour l'analyse basée sur la fiabilité et la maintenance d'optimisation des systèmes de sûreté nucléaire en tenant compte des connaissances disponibles sur les systèmes, les comportements de dégradation et de défaillance, de leurs dépendances, les facteurs influençant externes et les incertitudes associées.Les contributions scientifiques originales dans la thèse sont:(1) Pour les composants simples, nous intégrons des chocs aléatoires dans les modèles de physique multi-états pour l'analyse de la fiabilité des composants qui envisagent dépendances générales entre la dégradation et de deux types de chocs aléatoires.(2) Pour les systèmes multi-composants (avec un nombre limité de composants):(a) un cadre de modélisation de processus de Markov déterministes par morceaux est développé pour traiter la dépendance de dégradation dans un système dont les processus de dégradation sont modélisées par des modèles basés sur la physique et des modèles multi-états; (b) l'incertitude épistémique à cause de la connaissance incomplète ou imprécise est considéré et une méthode volumes finis est prolongée pour évaluer la fiabilité (floue) du système; (c) les mesures d'importance de l'écart moyen absolu sont étendues pour les composants avec multiples processus concurrents dépendants de dégradation et soumis à l'entretien; (d) la politique optimale de maintenance compte tenu de l'incertitude épistémique et la dépendance de dégradation est dérivé en combinant schéma volumes finis, évolution différentielle et non-dominée de tri évolution différentielle; (e) le cadre de la modélisation de (a) est étendu en incluant les impacts des chocs aléatoires sur les processus dépendants de dégradation.(3) Pour les systèmes multi-composants (avec un grand nombre de composants), une méthode d'évaluation de la fiabilité est proposé considérant la dépendance dégradation en combinant des diagrammes de décision binaires et simulation de Monte Carlo pour réduire le coût de calcul
Components of nuclear safety systems are in general highly reliable, which leads to a difficulty in modeling their degradation and failure behaviors due to the limited amount of data available. Besides, the complexity of such modeling task is increased by the fact that these systems are often subject to multiple competing degradation processes and that these can be dependent under certain circumstances, and influenced by a number of external factors (e.g. temperature, stress, mechanical shocks, etc.). In this complicated problem setting, this PhD work aims to develop a holistic framework of models and computational methods for the reliability-based analysis and maintenance optimization of nuclear safety systems taking into account the available knowledge on the systems, degradation and failure behaviors, their dependencies, the external influencing factors and the associated uncertainties.The original scientific contributions of the work are: (1) For single components, we integrate random shocks into multi-state physics models for component reliability analysis, considering general dependencies between the degradation and two types of random shocks. (2) For multi-component systems (with a limited number of components):(a) a piecewise-deterministic Markov process modeling framework is developed to treat degradation dependency in a system whose degradation processes are modeled by physics-based models and multi-state models; (b) epistemic uncertainty due to incomplete or imprecise knowledge is considered and a finite-volume scheme is extended to assess the (fuzzy) system reliability; (c) the mean absolute deviation importance measures are extended for components with multiple dependent competing degradation processes and subject to maintenance; (d) the optimal maintenance policy considering epistemic uncertainty and degradation dependency is derived by combining finite-volume scheme, differential evolution and non-dominated sorting differential evolution; (e) the modeling framework of (a) is extended by including the impacts of random shocks on the dependent degradation processes.(3) For multi-component systems (with a large number of components), a reliability assessment method is proposed considering degradation dependency, by combining binary decision diagrams and Monte Carlo simulation to reduce computational costs

Bei Raupenfahrwerken wird das allgemeingültige Prinzip verfolgt, dass durch die scharnierbare Aneinanderreihung von Kettengliedern eine fahrzeugeigene Fahrstrecke entsteht. Dies erlaubt selbst schwere Geräte im unwegsamen, brüchigen Gelände mit großen Vortriebskräften zu mobilisieren. Jedoch wohnt, der Diskretisierung des Raupenbandes in Glieder endlicher Länge geschuldet, dem Fahrwerk eine hohe Fahrunruhe inne. Dadurch entstehen zeitvariante Lasten im Fahrwerk, welche die Lebensdauer der Kette, des Fahrwerkantriebs und der Tragstruktur des Fahrzeugs limitieren und somit regelmäßig kostenintensive Instandsetzungsmaßnahmen erzwingen. Diese Problemstellung aufgreifend beschäftigt sich die Arbeit mit der Analyse und Optimierung des fahrdynamischen Verhaltens von Raupenfahrzeugen. Zugleich werden Methoden vorgestellt, welche eine rechenzeiteffiziente Simulation von Raupenfahrzeugen und Antriebssystemen zulassen.

Pressure reducing valves perform various control tasks in mobile machines. In many cases contamination sensitive environments require pilot-operated valves, because of its more robust performance. On the other hand, dynamic valve behavior can be critically in certain applications. Overcoming the restrictions resulting from stand-alone test rig attempts, suitable simulation principles are nowadays the state of art in valve design. Unsuitable model approaches and missing consideration of the application may result in wrong design decisions. This paper discusses two important modeling issues, in particular the solenoid and spool leakage behavior, in combination with the connected system under control, a pressure-actuated clutch. It is shown, that even for standard proportional valves a critical view on customers´excitation strategy and site of installation decides on success or failure of an already used design variant.

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Despite the process of S&OP (Sales and Operations Planning) is not a new practice in enterprises, especially those of large size, it still deficiency studies in their practices and computational tools support. This happens because it is a complex process where the majority of the representatives managerial of organizational functions participating in the execution, with each trying to contribute to define a coordinated plan of actions for a period of short, medium and long term. Computational models and tools focused to aid the process of S & OP are used and can contribute to improving the quality of its implementation and results. The most common tools are those based on spreadsheets, whose content is generated through the expertise of the decision makers, and more sophisticated techniques are based on techniques of the operational research inserted in Advanced Planning Systems (APS), whose analytical models seek to generate optimized plans. From the literature review on the computational techniques used to aid the S&OP process, was identified the lack of studies related to the use of System Dynamics. Additionally, the review indicates the need for studies related to the integration of economic and financial analysis during the preparation of aggregates plans and the use of probabilistic variables in the process enabling the statistical analysis in order to provide plans more realistic. Another relevant issue observed is that managers involved in the process S&OP does not always have a global vision of all variables and constraints involved in this process, so it is also observed that the techniques and tools used to implement the S&OP process does not provide a holistic view of activities and variables involved. Thus, the aim of this work is to develop a simulation model of System Dynamics which provides a holistic vision for the S&OP process, allowing the integration of finance processes and the use of probabilistic variables. The research method used was based on a qualitative and quantitative approach procedure with modeling / simulation. Thus, the aim of the research is to develop a simulation model of System Dynamics to assist the S & OP process. The research method used was based on a qualitative and quantitative approach with modeling / simulation procedure. The simulation model based on the methodology of system dynamics for the S & OP process was developed and analyzed in illustrative cases, performed in two companies with feature make to stock (MTS). Simulations of illustrative cases were conducted by a design of experiment (DOE) to select and evaluate a set of scenarios, determining the best scenario and checking the adequacy with practice of companies. A evaluation of the use and results of simulations in both cases shows that the system dynamics model improves the understanding of the managements on all activities involved in the S&OP process, as well provides a holistic view of all areas involved. The simulations provides compatible plans compared with business practice, with the advantage of dealing with economic and financial analysis simultaneously and allow the generation of numerous scenarios of S&OP plans.
Apesar do processo de S&OP (Sales and Operations Planning) não ser uma prática nova nas empresas, principalmente naquelas de grande porte, ele ainda carece de estudos nas suas práticas e ferramentas computacionais de apoio. Isso decorre por ser um processo complexo onde a maioria dos representantes gerenciais das funções organizacionais participa da sua execução, com cada um tentando contribuir para definir um planejamento coordenado de ações para um período de curto, médio e longo prazo. Modelos e ferramentas computacionais focadas para o auxílio no processo de S&OP são utilizadas e podem contribuir para a melhoria da qualidade da sua execução e dos seus resultados. As ferramentas mais comuns são aquelas baseadas em planilhas eletrônicas, cujo conteúdo é gerado por meio do conhecimento especializado dos tomadores de decisão, e as mais sofisticadas, são baseadas em técnicas de pesquisa operacional inseridas em sistemas APS (Advanced Planning Systems), cujos modelos analíticos procuram gerar planos otimizados. A partir da revisão bibliográfica realizada sobre as técnicas computacionais usadas para o auxílio do processo S&OP, foi identificada a ausência de estudos relacionados ao uso de Dinâmica de Sistemas. Adicionalmente, a revisão aponta a necessidade de estudos relacionados à integração de análise econômica e financeira durante a elaboração dos planos agregados e o uso de variáveis probabilísticas no processo que possibilitem a análise estatística no sentido de fornecer planos mais confiáveis. Outra questão relevante observada é que os gestores que participam do processo S&OP nem sempre tem uma visão global de todas variáveis e restrições envolvidas neste processo, assim observa-se também que as técnicas e ferramentas utilizadas para execução do processo de S&OP não oferecem uma visão holística das atividades e variáveis envolvidas. Com isso, o objetivo da pesquisa é desenvolver um modelo de Simulação de Dinâmica de Sistemas que proporcione uma visão holística para o processo de S&OP e que permita a integração com os processos da área financeira e o uso de variáveis probabilísticas. O método de pesquisa utilizado foi baseado em uma abordagem qualitativa e quantitativa com procedimento modelagem/simulação. O modelo de simulação baseado na metodologia da dinâmica de sistemas para o processo de S&OP foi elaborado e analisado em casos ilustrativos, realizados em duas empresas com característica de produção para estoque (MTS). As simulações dos casos ilustrativos foram conduzidas por um projeto de experimento (DOE) para selecionar e avaliar um conjunto de cenários, determinando o melhor cenário e verificando a adequação com a prática das empresas. A avaliação do uso e dos resultados das simulações realizadas nos dois casos aponta que o modelo de dinâmica de sistemas melhora a compreensão dos gestores sobre todas as atividades envolvidas no processo de S&OP, como também fornece uma visão holística de todas as áreas envolvidas. A simulação gera planos compatíveis comparados com a prática empresarial, com a vantagem de tratar a análise econômica e financeira simultaneamente e possibilitar a geração de inúmeros cenários de planos de S&OP.

This paper presents an active component damage reducing control approach for driving manoeuvres of a wheel loader. For this purpose, the front and rear axle loads will be manipulated by force pulses induced into the machine chassis via the lifting cylinders of the function drive. The associated control approach is based on the principles of Reinforcement Learning. The essential advantage of such methods against linear control approaches is that no descriptive system properties are required, but the algorithm automatically determines the system behaviour. Due to the high number of necessary training runs, the algorithm is designed and taught using a validated wheel loader simulation model. After over 850 training runs, an optimal strategy for damping the axle loads could not yet be determined. In spite of the unprecedented convergence, initial improvements of the damage values have already been achieved on tracks that deviate from the training track. Some of these results show a 4.9 % lower component damage compared to a machine setting with no damping system. The results and limits of this strategy are discussed due to a comparison with other scientific active vibration damping approaches. Currently, a linear control method (P-PI-controller) has a higher damage reduction potential, but it is expected that further training runs and another learning algorithm could make the reinforcement learning approach even more effective. Coupling the linear control method with the selflearning approach shows the highest potential for the axle damage reduction.

Le travail présenté dans cette thèse concerne la formulation et la résolution de deux problèmes d'optimisation multi-objectifs. Ces problèmes de décision, liés à une approche holistique, ont pour but de sélectionner la meilleure configuration « produit/ligne d’assemblage » à partir d'un ensemble de design produits, et de ressources. Concernant le premier problème, un modèle de coût a été développé afin de traduire les interdépendances complexes entre la sélection d’un design produit et les caractéristiques des ressources. Une étude empirique est proposée et vise à comparer, selon plusieurs indicateurs de qualité multi-objectifs, différentes méthodes de résolution - comprenant des algorithmes génétiques, de colonies de fourmis, d’optimisation par essaims particulaires, des chauves-souris, de recherche du coucou et de pollinisation des fleurs. Plusieurs règles de dominance et une recherche locale spécifique au problème ont été appliquées aux méthodes de résolution les plus prometteuses. Concernant le second problème, qui se penche également sur le dimensionnement des stocks tampons, les méthodes de résolution sont à un modèle de simulation à événements discrets, dont la fonction première est l’évaluation des valeurs des différentes fonctions objectives. L’approche holistique associée aux deux problèmes a été validée avec deux cas industriels
The work presented in this thesis concerns the formulation and the resolution of two holistic multi-objective optimization problems associated with the selection of the best product and hybrid assembly line configuration out of a set of products, processes and resources alternatives. Regarding the first problem, a cost model was developed in order to translate the complex interdependencies between the selection of specific product designs, processes and resources characteristics. An empirical study is proposed, which aimed at comparing, according to several multi-objective quality indicators, various resolution methods – including variants of evolutionary algorithms, ant colony optimization, particle swarm optimization, bat algorithms, cuckoo search algorithms, and flower-pollination algorithms. Several dominance rules and a problem-specific local search were applied to the most promising resolution methods. Regarding the second problem, which also considers the buffer sizing, the developed algorithms were enhanced with a genetic discrete-event simulation model, whose primary function is to evaluate the value of the various objective functions. The demonstration of the associated resolution frameworks for both problems was validated through two industrial-cases

A human-centered approach when developing new support systems in vehicles has the potential to enable the driver to make safe decisions in the transition between manual and automatic control. However, careful considerations have to be taken. Not only would the design of the systems, in terms of interface be important, but also what kind of activities the systems support. The aim of this study was to identify an appropriate activity to support the cognitive processes for truck drivers, develop an interface for this activity, and evaluate it in driving situations. This was executed in three sub-studies: the Pre-study, the Design-study, and the Evaluation study. In the Pre-study, the aim was to investigate for what kind of driver-related activity distribution and long haulage truck drivers need a driver support and interface. This was investigated via contribution from truck drivers, HMI/Ergonomics experts, as well as engineers. The activity chosen to support was detecting objects around the vehicle. However, reconsiderations were made due to constrains in the simulator. Suggested by Scania’s Vehicle Ergonomics group a holistic system was chosen; an interface approach enabling for more technologies to be included within the same interface, reducing the amount of modalities a driver can be exposed to. The Design-study addressed the aim of designing an interface for the Holistic system with truck drivers’ cognitive workload in focus. A LED-prototype was built running along the window edges inside the cab of Shania’s Vehicle Ergonomics groups’ simulator, to create warning signal concepts. Literature findings, the LED-prototype, and the simulator were used in an iterative process to design and improve warning signal concepts, until two final concepts were created. The holistic system informs of hazards around and near the vehicle by lighting the area risky objects occurs to guide drivers’ attention and this was done either with 1) the informative display or, 2) the directional display. The Informative display conveys information of a hazard location and type, and the Directional display exclusively conveys information of the hazard location. The Evaluation study explored how drivers were affected by, and how they perceived, the holistic interface design regarding mental workload and hazard detection. A user simulator test was designed to collect data within the areas of ‘Event detection’, ‘Workload’, ‘Driving performance’ and ‘Subjective opinion’. Fourteen professional truck drivers assessed three conditions: 1) Baseline (driving without a system), 2) the Informative display, and, 3) the Directional display, while being exposed to potential hazards. To further increase workload, a secondary task was performed at the end of each condition. The results showed that the Informative display did not only result in more ‘Detection hits’, instances when a driver responded to a present hazard, but also significantly decreased reaction time to detect a hazard. However, in terms of acceptance, the two concepts were considered equally preferred. As the Informative display showed to be more efficient in terms of hazard detection, this should be investigated further. A holistic interface enables for more systems to be included within the same interface, reducing the amount of alarms and modalities drivers are exposed to if designed skillfully. Thus, more support systems can be included in future vehicles, without causing unnecessary distraction when applying a holistic interface approach.
Ett människocentrerat förhållningsätt vid utveckling av nya stödsystem i fordon möjliggör för förare att ta säkra beslut i övergången mellan manuell kontroll och automation. Men noggranna överväganden måste tas. Inte bara systemets utförande i form av gränssnittet är av stor vikt, utan även vilken typ av aktivitet som stöds. Syftet med denna studie var att identifiera en lämplig aktivitet att stödja lastbilsförares kognitiva processer, utveckla ett gränssitt för denna aktivitet och utvärdera gränssnittet i en körsituation. Detta utfördes i tre substudier: Förstudien, Designstudien samt Utvärderingsstudien. Förstudiens syfte var att undersöka för vilken typ av körrelaterad aktivitet distributions- och långtransportförare behövde ett förarstöd och gränssitt. Detta undersöktes med bidrag från lastbilsförare, HMI/Ergonomi experter samt ingenjörer. Den valda aktiviteten blev upptäcka objekt framför och kring lastbilen. Dock ändrades den valda aktiviteten på grund av begräsningar i simulatorn. Förslaget från Scanias Ergonomigrupp för förarhytten blev ett Holistiskt system istället; en gränssnittsstrategi som möjliggör att fler tekniker och system att inkluderas i samma gränssnitt, vilket minskar antalet modaliteter en förare kan bli utsatt för.  Designstudien behandlar syftet beträffande utformningen av gränssnittet för det holistiska systemet med avseende på lastbilsförares kognitiva belastning. En LED-prototyp byggdes, denna löpte längs med fönsterkanten i förarhytten på Scanias Ergonomigrupps simulator, för att skapa varningssignals-koncept. Resultat från litertur, LED-prototypen och simulatorn användes i en iterativ process för att utveckla och förbättra varningssignalerna. Det holistiska systemet informerar om faror runt fordonet genom att tända ljus i det område riskfyllda objekt upptäckts för att leda förarens uppmärksamhet och detta görs med något av de två utvecklade koncepten: 1) det informativa varningskonceptet eller 2) det riktningsgivande konceptet. Det informativa konceptet förmedlar information om farans placering och typ, medan det riktningsgivande varningskonceptet enbart förmedlar information om farans placering. Utvärderingsstudien utforskade hur förare påverkades av och hur de upplevde det holistiska gränssnittet med avseende på mentalbelastning och upptäckten av faror. Ett användartest i en simulatorutvecklades för att samla in data inom områdena Upptäckt av faror, Mentalbelastning, Körförmåga samt Subjektiv uppfattning. Fjorton professionella förare bedömde tre tillstånd: 1) Baslinje (körning utan ett system), 2) det informativa varningskonceptet och 3) det riktningsgivande varningskonceptet, medan de blev utsatta för potentiella faror. För att öka den mentala belastningen utfördes en sekundäruppgift vid slutet av varje tillstånd. Resultaten visade att det Informativa varningskonceptet inte enbart resulterade i fler upptäckta faror, tillfällen då förare reagerade på en närvarande fara, utan även signifikant minskade reaktionstider att upptäcka faror. Däremot föredrogs båda koncepten i samma utsträckning med avseende på acceptans. Då det informativa varningskonceptet visades sig mest effektivt gällande upptäckten av faror borde denna undersökas vidare. Ett holistiskt gränssitt möjliggör för fler system att inkluderas i samma gränssitt och minskar mängden alarm och modaliteter som en förare kan utsättas för om det designas skickligt. Om ett holistiskt gränssnitt tillämpas kan därmed fler stödsystem innefattas i framtida fordon utan att orsaka oönskad distraktion.

Bei Raupenfahrwerken wird das allgemeingültige Prinzip verfolgt, dass durch die scharnierbare Aneinanderreihung von Kettengliedern eine fahrzeugeigene Fahrstrecke entsteht. Dies erlaubt selbst schwere Geräte im unwegsamen, brüchigen Gelände mit großen Vortriebskräften zu mobilisieren. Jedoch wohnt, der Diskretisierung des Raupenbandes in Glieder endlicher Länge geschuldet, dem Fahrwerk eine hohe Fahrunruhe inne. Dadurch entstehen zeitvariante Lasten im Fahrwerk, welche die Lebensdauer der Kette, des Fahrwerkantriebs und der Tragstruktur des Fahrzeugs limitieren und somit regelmäßig kostenintensive Instandsetzungsmaßnahmen erzwingen. Diese Problemstellung aufgreifend beschäftigt sich die Arbeit mit der Analyse und Optimierung des fahrdynamischen Verhaltens von Raupenfahrzeugen. Zugleich werden Methoden vorgestellt, welche eine rechenzeiteffiziente Simulation von Raupenfahrzeugen und Antriebssystemen zulassen.:Inhaltsverzeichnis V Symbolverzeichnis VIII Abkürzungsverzeichnis XII 1 Einleitung 1 1.1 Eigenschaften und Anwendungsbereiche von Raupenfahrwerken 1 1.2 Problemstellung 2 1.3 Gesamtaufbau Bagger 293 4 1.4 Raupenfahrwerk Bagger 293 5 1.5 Raupenfahrwerk – Fahrschiff 6 1.6 Präzisierte Aufgabenstellung 7 2 Grundlagen und Stand der Technik 11 2.1 Grundlagen zur Fahrunruhe von Raupenfahrwerken 11 2.1.1 Allgemeine Einteilung der Fahrunruhe 11 2.1.2 Innere Fahrwiderstände 12 2.1.3 Äußere Fahrwiderstände 18 2.1.4 Kettenvorspannung 19 2.2 Arbeiten zur Beschreibung der Fahrunruhe von Raupenfahrwerken 20 2.3 Ganzheitliche Analyse von Raupenfahrzeugen 22 2.3.1 Ganzheitliche Systembetrachtung 22 2.3.2 Beiträge zur ganzheitlichen Raupenfahrzeuganalyse 22 3 Detaillierte Modellfindung von Raupenfahrzeugkomponenten 26 3.1 Hintergrund 26 3.2 Elektrisch-Regelungstechnisches System 27 3.2.1 Regelungsprinzip für das einzelne Fahrschiff 27 3.2.2 Regelungsprinzip für das gesamte Fahrwerk 27 3.2.3 PI-Drehzahlregelung 29 3.2.4 P-Drehzahldifferenzregelung 30 3.2.5 Lenkwinkelkorrektur 31 3.2.6 Asynchronmaschine 33 3.2.7 Feldorientierte Regelung 37 3.2.8 Frequenzumrichter 40 3.2.9 Simulation und Analyse des Einzelraupenmodells der Regelung 41 3.3 Fahrwerksmodell 43 3.3.1 Modellbildung und Topologie 43 3.3.2 Fahrsimulation ohne Schakentäler 46 3.3.3 Fahrsimulation mit Schakentälern 51 3.3.4 Fahrsimulation Hangfahrt mit Schakentälern 54 3.3.5 Fahrsimulation Kurvenfahrt mit Schakentälern 56 3.3.6 Sensitivität des Fahrverhaltens 59 3.3.7 Fazit zur Fahrdynamik eines Fahrschiffes 63 3.4 Mechanisches System – Getriebe 63 3.4.1 Modellbildung und Topologie 63 3.4.2 Simulation mit synthetischem Lastfall 67 3.5 Mechanisches System – Unterwagen und Oberbau 69 3.5.1 Modellbildung 69 3.5.2 Simulation im Frequenzbereich 71 4 Rechenzeiteffiziente Ersatzmodelle von Raupenfahrzeugkomponenten 72 4.1 Hintergrund 72 4.2 Elektrisch-Regelungstechnisches System 72 4.2.1 Methodik 72 4.2.2 Simulation und Bewertung 73 4.3 Fahrwerksmodell 74 4.3.1 Methodik 74 4.3.2 Simulation und Bewertung ohne Schakentäler 87 4.3.3 Simulation und Bewertung mit Schakentälern 90 4.4 Getriebemodell 92 4.4.1 Methodik 92 4.4.2 Simulation und Bewertung 96 4.5 Unterwagen- und Oberbaumodell 98 4.5.1 Methodik 98 4.5.2 Simulation und Bewertung 99 5 Ganzheitliche Fahrdynamik-Simulation und Messdatenabgleich 101 5.1 Modellstufen 101 5.1.1 Rheonom betriebenes Fahrschiffmodell 101 5.1.2 Ganzheitliches Fahrschiffmodell 101 5.1.3 Ganzheitliches Fahrzeugmodell 102 5.2 Simulation 103 5.2.1 Vergleich des rheonomen mit dem ganzheitlichen Fahrschiffmodell 103 5.2.2 Einfluss der Oberbauelastizität auf das Fahrverhaltens 104 5.2.3 Einfluss der Phasenlage (Parallelfahrt) 105 5.2.4 Vergleich Messung und Simulation 108 6 Ganzheitliche Optimierung am Fahrschiffmodell 115 6.1 Methodik 115 6.2 Kontinuierliche Rollbahn 115 6.2.1 Hintergrund 115 6.2.2 Erprobung am Ersatzmodell des Fahrwerkes 116 6.2.3 Erprobung am MKS-Kontaktmodell des Fahrwerkes 117 6.3 PI-Motordrehzahlregelung 118 6.3.1 Hintergrund 118 6.3.2 Erprobung am Ersatzmodell mit Schakental-Design 119 6.3.3 Erprobung am MKS-Kontanktmodell mit Schakental-Design 122 6.3.4 Erprobung am Ersatzmodell mit kontinuierlicher Rollbahn 124 6.3.5 Erprobung am MKS-Kontaktmodell mit kontinuierlicher Rollbahn 126 6.3.6 Fazit PI-Drehzahlregelung 127 6.4 PI-Zustandsregelung 127 6.4.1 Methodik 127 6.4.2 Erprobung am Ersatzmodell mit Schakental-Design 133 6.4.3 Erprobung am MKS-Kontaktmodell mit Schakental-Design 135 6.4.4 Erprobung am Ersatzmodell mit kontinuierlicher Rollbahn 135 6.4.5 Erprobung am MKS-Kontaktmodell mit kontinuierlicher Rollbahn 137 6.4.6 Fazit PI-Zustandsregelung 138 6.5 Statische und statisch-dynamische Kettenvorspannung 139 6.5.1 Hintergrund 139 6.5.2 Erprobung am Ersatzmodell 140 6.5.3 Erprobung am MKS-Kontaktmodell 142 6.5.4 Kritische Bewertung 143 7 Ganzheitliche Optimierung am Fahrzeugmodell 144 7.1 Methodik 144 7.2 Kontinuierliche Rollbahn 144 7.3 Kontinuierliche Rollbahn und statische Kettenvorspannung 145 8 Zusammenfassung und Ausblick 146 Literatur 149 Abbildungsverzeichnis 154 Tabellenverzeichnis 159 A Auswertungsgrößen 160 A.1. Amplitudensignal 160 A.2. Schwingungseffektivwert 160 A.3. Kreuzkorrelationskoeffizient 161 B Analytische Berechnung der Lasten bei Kurvenfahrt 162 C Korrelationen CB-Set 164