TY - JOUR A1 - Frauenrath, Tobias A1 - Hezel, Fabian A1 - Renz, Wolfgang A1 - de Geyer d'Orth, Thibaut A1 - Dieringer, Matthias A1 - von Knobelsdorf-Brenkenhoff, Florian A1 - Prothmann, Marcel A1 - Schulz-Menger, Jeanette A1 - Niendorf, Thoralf T1 - Acoustic cardiac triggering: a practical solution for synchronization and gating of cardiovascular magnetic resonance at 7 Tesla JF - Journal of Cardiovascular Magnetic Resonance N2 - Background To demonstrate the applicability of acoustic cardiac triggering (ACT) for imaging of the heart at ultrahigh magnetic fields (7.0 T) by comparing phonocardiogram, conventional vector electrocardiogram (ECG) and traditional pulse oximetry (POX) triggered 2D CINE acquisitions together with (i) a qualitative image quality analysis, (ii) an assessment of the left ventricular function parameter and (iii) an examination of trigger reliability and trigger detection variance derived from the signal waveforms. Results ECG was susceptible to severe distortions at 7.0 T. POX and ACT provided waveforms free of interferences from electromagnetic fields or from magneto-hydrodynamic effects. Frequent R-wave mis-registration occurred in ECG-triggered acquisitions with a failure rate of up to 30% resulting in cardiac motion induced artifacts. ACT and POX triggering produced images free of cardiac motion artefacts. ECG showed a severe jitter in the R-wave detection. POX also showed a trigger jitter of approximately Δt = 72 ms which is equivalent to two cardiac phases. ACT showed a jitter of approximately Δt = 5 ms only. ECG waveforms revealed a standard deviation for the cardiac trigger offset larger than that observed for ACT or POX waveforms. Image quality assessment showed that ACT substantially improved image quality as compared to ECG (image quality score at end-diastole: ECG = 1.7 ± 0.5, ACT = 2.4 ± 0.5, p = 0.04) while the comparison between ECG vs. POX gated acquisitions showed no significant differences in image quality (image quality score: ECG = 1.7 ± 0.5, POX = 2.0 ± 0.5, p = 0.34). Conclusions The applicability of acoustic triggering for cardiac CINE imaging at 7.0 T was demonstrated. ACT's trigger reliability and fidelity are superior to that of ECG and POX. ACT promises to be beneficial for cardiovascular magnetic resonance at ultra-high field strengths including 7.0 T. KW - Interval Time Series KW - Image Quality Score KW - Image Quality Assessment KW - Sound Pressure Level KW - Cardiovascular Magnetic Resonance Y1 - 2010 U6 - https://doi.org/10.1186/1532-429X-12-67 SN - 1532-429X VL - 12 IS - 1 PB - Elsevier CY - Amsterdam ER - TY - JOUR A1 - Becker, Meike A1 - Frauenrath, Tobias A1 - Hezel, Fabian A1 - Krombach, Gabriele A. A1 - Kremer, Ute A1 - Koppers, Benedikt A1 - Butenweg, Christoph A1 - Goemmel, Andreas A1 - Utting, Jane F. A1 - Schulz-Menger, Jeanette A1 - Niendorf, Thoralf T1 - Comparison of left ventricular function assessment using phonocardiogram- and electrocardiogram-triggered 2D SSFP CINE MR imaging at 1.5 T and 3.0 T JF - European Radiology N2 - Objective: As high-field cardiac MRI (CMR) becomes more widespread the propensity of ECG to interference from electromagnetic fields (EMF) and to magneto-hydrodynamic (MHD) effects increases and with it the motivation for a CMR triggering alternative. This study explores the suitability of acoustic cardiac triggering (ACT) for left ventricular (LV) function assessment in healthy subjects (n=14). Methods: Quantitative analysis of 2D CINE steady-state free precession (SSFP) images was conducted to compare ACT’s performance with vector ECG (VCG). Endocardial border sharpness (EBS) was examined paralleled by quantitative LV function assessment. Results: Unlike VCG, ACT provided signal traces free of interference from EMF or MHD effects. In the case of correct Rwave recognition, VCG-triggered 2D CINE SSFP was immune to cardiac motion effects—even at 3.0 T. However, VCG-triggered 2D SSFP CINE imaging was prone to cardiac motion and EBS degradation if R-wave misregistration occurred. ACT-triggered acquisitions yielded LV parameters (end-diastolic volume (EDV), endsystolic volume (ESV), stroke volume (SV), ejection fraction (EF) and left ventricular mass (LVM)) comparable with those derived fromVCG-triggered acquisitions (1.5 T: ESVVCG=(56± 17) ml, EDVVCG=(151±32)ml, LVMVCG=(97±27) g, SVVCG=(94± 19)ml, EFVCG=(63±5)% cf. ESVACT= (56±18) ml, EDVACT=(147±36) ml, LVMACT=(102±29) g, SVACT=(91± 22) ml, EFACT=(62±6)%; 3.0 T: ESVVCG=(55±21) ml, EDVVCG=(151±32) ml, LVMVCG=(101±27) g, SVVCG=(96±15) ml, EFVCG=(65±7)% cf. ESVACT=(54±20) ml, EDVACT=(146±35) ml, LVMACT= (101±30) g, SVACT=(92±17) ml, EFACT=(64±6)%). Conclusions: ACT’s intrinsic insensitivity to interference from electromagnetic fields renders KW - Magnetic resonance imaging (MRI) KW - MR-stethoscope KW - Magnetic field strength KW - Left ventriular function KW - Cardiovascular MRI Y1 - 2010 U6 - https://doi.org/10.1007/s00330-009-1676-z SN - 1432-1084 (Onlineausgabe) SN - 0938-7994 (Druckausgabe) VL - 20 SP - 1344 EP - 1355 PB - Springer CY - Berlin ER - TY - RPRT A1 - Esch, Thomas A1 - Funke, Harald A1 - Roosen, Petra T1 - SIoBiA – Safety Implications of Biofuels in Aviation N2 - Biofuels potentially interesting also for aviation purposes are predominantly liquid fuels produced from biomass. The most common biofuels today are biodiesel and bioethanol. Since diesel engines are rather rare in aviation this survey is focusing on ethanol admixed to gasoline products. The Directive 2003/30/EC of the European Parliament and the Council of May 8th 2003 on the promotion of the use of biofuels or other renewable fuels for transport encourage a growing admixture of biogenic fuel components to fossil automotive gasoline. Some aircraft models equipped with spark ignited piston engines are approved for operation with automotive gasoline, frequently called “MOGAS” (motor gasoline). The majority of those approvals is limited to MOGAS compositions that do not contain methanol or ethanol beyond negligible amounts. In the past years (bio-)MTBE or (bio-)ETBE have been widely used as blending component of automotive gasoline whilst the usage of low-molecular alcohols like methanol or ethanol has been avoided due to the handling problems especially with regard to the strong affinity for water. With rising mandatory bio-admixtures the conversion of the basic biogenic ethanol to ETBE, causing a reduction of energetic payoff, becomes more and more unattractive. Therefore the direct ethanol admixture is accordingly favoured. Due to the national enforcements of the directive 2003/30/EC more oxygenates produced from organic materials like bioethanol have started to appear in automotive gasolines already. The current fuel specification EN 228 already allows up to 3 % volume per volume (v/v) (bio-)methanol or up to 5 % v/v (bio-)ethanol as fuel components. This is also roughly the amount of biogenic components to comply with the legal requirements to avoid monetary penalties for producers and distributors of fuels. Since automotive fuel is cheaper than the common aviation gasoline (AVGAS), creates less problems with lead deposits in the engine, and in general produces less pollutants it is strongly favoured by pilots. But being designed for a different set of usage scenarios the use of automotive fuel with low molecular alcohols for aircraft operation may have adverse effects in aviation operation. Increasing amounts of ethanol admixtures impose various changes in the gasoline’s chemical and physical properties, some of them rather unexpected and not within the range of flight experiences even of long-term pilots. Y1 - 2010 N1 - Analysis of the safety implications of the use of biofuels (ethanol admixture) for piston engines and general aviation aircraft and assessment of potential environmental benefits. PB - EASA CY - Köln ER - TY - JOUR A1 - Esch, Thomas T1 - Trends in commercial vehicle powertrains JF - ATZautotechnology N2 - Low emission zones and truck bans, the rising price of diesel and increases in road tolls: all of these factors are putting serious pressure on the transport industry. Commercial vehicle manufacturers and their suppliers are in the process of identifying new solutions to these challenges as part of their efforts to meet the EEV (enhanced environmentally friendly vehicle) limits, which are currently the most robust European exhaust and emissions standards for trucks and buses. KW - European Transient Cycle KW - Common Rail Injection System KW - Commercial Vehicle KW - Selective Catalytic Reduction KW - Diesel Engine Y1 - 2010 U6 - https://doi.org/10.1007/BF03247185 SN - 2192-886X VL - 2010 IS - 10 SP - 26 EP - 31 PB - Vieweg & Sohn CY - Wiesbaden ER - TY - JOUR A1 - Czarnecki, Christian A1 - Winkelmann, Axel A1 - Spiliopoulou, Myra T1 - Services in electronic telecommunication markets: a framework for planning the virtualization of processes JF - Electronic Markets N2 - The potential of electronic markets in enabling innovative product bundles through flexible and sustainable partnerships is not yet fully exploited in the telecommunication industry. One reason is that bundling requires seamless de-assembling and re-assembling of business processes, whilst processes in telecommunication companies are often product-dependent and hard to virtualize. We propose a framework for the planning of the virtualization of processes, intended to assist the decision maker in prioritizing the processes to be virtualized: (a) we transfer the virtualization pre-requisites stated by the Process Virtualization Theory in the context of customer-oriented processes in the telecommunication industry and assess their importance in this context, (b) we derive IT-oriented requirements for the removal of virtualization barriers and highlight their demand on changes at different levels of the organization. We present a first evaluation of our approach in a case study and report on lessons learned and further steps to be performed. KW - Telecommunication KW - Services KW - Process virtualization KW - Product bundling KW - Transformation Y1 - 2010 U6 - https://doi.org/10.1007/s12525-010-0045-8 SN - 1422-8890 VL - 20 IS - 3-4 SP - 197 EP - 207 PB - Springer CY - Berlin ER - TY - CHAP A1 - Borggräfe, Andreas A1 - Dachwald, Bernd T1 - Mission performance evaluation for solar sails using a refined SRP force model with variable optical coefficients T2 - 2nd International Symposium on Solar Sailing N2 - Solar sails provide ignificant advantages over other low-thrust propulsion systems because they produce thrust by the momentum exchange from solar radiation pressure (SRP) and thus do not consume any propellant.The force exerted on a very thin sail foil basically depends on the light incidence angle. Several analytical SRP force models that describe the SRP force acting on the sail have been established since the 1970s. All the widely used models use constant optical force coefficients of the reflecting sail material. In 2006,MENGALI et al. proposed a refined SRP force model that takes into account the dependancy of the force coefficients on the light incident angle,the sail’s distance from the sun (and thus the sail emperature) and the surface roughness of the sail material [1]. In this paper, the refined SRP force model is compared to the previous ones in order to identify the potential impact of the new model on the predicted capabilities of solar sails in performing low-cost interplanetary space missions. All force models have been implemented within InTrance, a global low-thrust trajectory optimization software utilizing evolutionary neurocontrol [2]. Two interplanetary rendezvous missions, to Mercury and the near-Earth asteroid 1996FG3, are investigated. Two solar sail performances in terms of characteristic acceleration are examined for both scenarios, 0.2 mm/s2 and 0.5 mm/s2, termed “low” and “medium” sail performance. In case of the refined SRP model, three different values of surface roughness are chosen, h = 0 nm, 10 nm and 25 nm. The results show that the refined SRP force model yields shorter transfer times than the standard model. Y1 - 2010 N1 - 2nd International Symposium on Solar Sailing, ISSS 2010, 2010-07-20 - 2010-07-22. New York City College of Technology of the City University of New York, USA SP - 1 EP - 6 ER - TY - CHAP A1 - Dachwald, Bernd T1 - Solar sail dynamics and control T2 - Encyclopedia of Aerospace Engineering N2 - Solar sails are large and lightweight reflective structures that are propelled by solar radiation pressure. This chapter covers their orbital and attitude dynamics and control. First, the advantages and limitations of solar sails are discussed and their history and development status is outlined. Because the dynamics of solar sails is governed by the (thermo-)optical properties of the sail film, the basic solar radiation pressure force models have to be described and compared before parameters to measure solar sail performance can be defined. The next part covers the orbital dynamics of solar sails for heliocentric motion, planetocentric motion, and motion at Lagrangian equilibrium points. Afterwards, some advanced solar radiation pressure force models are described, which allow to quantify the thrust force on solar sails of arbitrary shape, the effects of temperature, of light incidence angle, of surface roughness, and the effects of optical degradation of the sail film in the space environment. The orbital motion of a solar sail is strongly coupled to its rotational motion, so that the attitude control of these soft and flexible structures is very challenging, especially for planetocentric orbits that require fast attitude maneuvers. Finally, some potential attitude control methods are sketched and selection criteria are given. KW - solar sail KW - sailcraft KW - orbital dynamics KW - orbit control KW - attitude dynamics Y1 - 2010 U6 - https://doi.org/10.1002/9780470686652.eae292 PB - Wiley CY - Hoboken ER - TY - JOUR A1 - Grajewski, Matthias A1 - Köster, Michael A1 - Turek, Stefam T1 - Numerical analysis and implementational aspects of a new multilevel grid deformation method JF - Applied Numerical Mathematics N2 - Recently, we introduced and mathematically analysed a new method for grid deformation (Grajewski et al., 2009) [15] we call basic deformation method (BDM) here. It generalises the method proposed by Liao et al. (Bochev et al., 1996; Cai et al., 2004; Liao and Anderson, 1992) [4], [6], [20]. In this article, we employ the BDM as core of a new multilevel deformation method (MDM) which leads to vast improvements regarding robustness, accuracy and speed. We achieve this by splitting up the deformation process in a sequence of easier subproblems and by exploiting grid hierarchy. Being of optimal asymptotic complexity, we experience speed-ups up to a factor of 15 in our test cases compared to the BDM. This gives our MDM the potential for tackling large grids and time-dependent problems, where possibly the grid must be dynamically deformed once per time step according to the user's needs. Moreover, we elaborate on implementational aspects, in particular efficient grid searching, which is a key ingredient of the BDM. Y1 - 2010 U6 - https://doi.org/10.1016/j.apnum.2010.03.017 SN - 0168-9274 VL - 60 IS - 8 SP - 767 EP - 781 PB - Elsevier CY - Amsterdam ER - TY - CHAP A1 - Matcha, Heike A1 - Ljubas, Ante T1 - Parametric Origami: Adaptable temporary buildings T2 - Future cities: 28th eCAADe Conference Proceedings. eCAADe: Conferences. Zurich, Switzerland Y1 - 2010 SN - 978-0-9541183-7-2 SP - 243 EP - 251 ER - TY - JOUR A1 - Akimbekov, Nuraly S. A1 - Zhubanova, A. A. A1 - Mansurov, Z. A. A1 - Digel, Ilya A1 - Artmann, Gerhard A1 - Temiz Artmann, Aysegül T1 - Use of Carbonized Rise Shell for the local treatment of wounds JF - Eurasian ChemTech Journal N2 - On the model of musculocutaneous wound in rats, the effect of applicative sorption by carbonized rise shell (CRS) on the healing of festering wound was studied. It has been shown, that cytological changes end with rapid scar formation. The use of CRS at the period of severe purulent wound contributes to its favorable course, prevents the development of complications of the animals from sepsis. Y1 - 2010 U6 - https://doi.org/10.18321/ectj35 SN - 2522-4867 VL - 12 IS - 2 SP - 133 EP - 138 PB - Institute of Combustion Problems CY - Almaty ER -