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For a wide acceptance of E-Mobility, a well-developed charging infrastructure is needed. Conductive charging stations, which are today’s state of the art, are of limited suitability for urbanised areas, since they cause a significant diversification in townscape. Furthermore, they might be destroyed by vandalism. Besides for those urbanistic reasons, inductive charging stations are a much more comfortable alternative, especially in urbanised areas. The usage of conductive charging stations requires more or less bulky charging cables. The handling of those standardised charging cables, especially during poor weather conditions, might cause inconvenience, such as dirty clothing etc. Wireless charging does not require visible and vandalism vulnerable charge sticks. No wired connection between charging station and vehicle is needed, which enable the placement below the surface of parking spaces or other points of interest. Inductive charging seems to be the optimal alternative for E-Mobility, as a high power transfer can be realised with a manageable technical and financial effort. For a well-accepted and working public charging infrastructure in urbanised areas it is essential that the infrastructure fits the vehicles’ needs. Hence, a well-adjusted standardisation of the charging infrastructure is essential. This is carried out by several IEC (International Electrotechnical Commission) and national standardisation committees. To ensure an optimised technical solution for future’s inductive charging infrastructures, several field tests had been carried out and are planned in near future.
Influence of refrigerated storage on tensile mechanical properties of porcine liver and spleen
(2015)
Information and communication technology for integrated mobility concepts such as E-carsharing
(2015)
During the past decade attitude towards sharing things has changed extremely. Not just personal data is shared (e.g. in social networks) but also mobility. Together with the increased ecological awareness of the recent years, new mobility concepts have evolved. E-carsharing has become a symbol for these changes of attitude. The management of a shared car fleet, the energy management of electric mobility and the management of various carsharing users with individual likes and dislikes are just some of the major challenges of e-carsharing. Weaving it into integrated mobility concepts, this raises complexity even further. These challenges can only be overcome by an appropriate amount of well-shaped information available at the right place and time. In order to gather, process and share the required information, fleet cars have to be equipped with modern information and communication technology (ICT) and become so-called fully connected cars. Ensuring the usability of these ICT systems is another challenge that is often neglected, even though it is usability that makes carsharing comfortable, attractive and supports users’ new attitudes. By means of an integrated and consistent concept for human-machine interaction (HMI), the usability of such systems can be raised tremendously.
Inkompressible Strömungen
(2015)
Konstruktion und Raumform im Kirchenbau der Moderne : Die Längsbinderkirchen von Hans Herkommer
(2015)
A multi-spot (16 spots) light-addressable potentiometric sensor (MLAPS) consisting of an Al–p-Si–SiO2 structure modified with a weak polyelectrolyte layer of PAH (poly(allylamine hydrochloride)) was applied for the label-free electrical detection of DNA (deoxyribonucleic acid) immobilization and hybridization by the intrinsic molecular charge for the first time. To achieve a preferentially flat orientation of DNA strands and thus, to reduce the distance between the DNA charge and MLAPS surface, the negatively charged probe single-stranded DNAs (ssDNA) were electrostatically adsorbed onto the positively charged PAH layer using a simple layer-by-layer (LbL) technique. In this way, more DNA charge can be positioned within the Debye length, yielding a higher sensor signal. The surface potential changes in each spot induced due to the surface modification steps (PAH adsorption, probe ssDNA immobilization, hybridization with complementary target DNA (cDNA), non-specific adsorption of mismatched ssDNA) were determined from the shifts of photocurrent–voltage curves along the voltage axis. A high sensor signal of 83 mV was registered after immobilization of probe ssDNA onto the PAH layer. The hybridization signal increases from 5 mV to 32 mV with increasing the concentration of cDNA from 0.1 nM to 5 μM. In contrast, a small signal of 5 mV was recorded in the case of non-specific adsorption of fully mismatched ssDNA (5 μM). The obtained results demonstrate the potential of the MLAPS in combination with the simple and rapid LbL immobilization technique as a promising platform for the future development of multi-spot light-addressable label-free DNA chips with direct electrical readout.
Label-free sensing of biomolecules by their intrinsic molecular charge using field-effect devices
(2015)
Hydraulic modeling is the classical approach to investigate and describe complex fluid motion. Many empirical formulas in the literature used for the hydraulic design of river training measures and structures have been developed using experimental data from the laboratory. Although computer capacities have increased to a high level which allows to run complex numerical simulations on standard workstation nowadays, non-standard design of structures may still raise the need to perform physical model investigations. These investigations deliver insight into details of flow patterns and the effect of varying boundary conditions. Data from hydraulic model tests may be used for calibration of numerical models as well. As the field of hydraulic modeling is very complex, this chapter intends to give a short overview on capacities and limits of hydraulic modeling in regard to river flows and hydraulic structures only. The reader shall get a first idea of modeling principles and basic considerations. More detailed information can be found in the references.
The main objective of our ROS Summer School series is to introduce MA level students to program mobile robots with the Robot Operating System (ROS). ROS is a robot middleware that is used my many research institutions world-wide. Therefore, many state-of-the-art algorithms of mobile robotics are available in ROS and can be deployed very easily. As a basic robot platform we deploy a 1/10 RC cart that is wquipped with an Arduino micro-controller to control the servo motors, and an embedded PC that runs ROS. In two weeks, participants get to learn the basics of mobile robotics hands-on. We describe our teaching concepts and our curriculum and report on the learning success of our students.