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The semiconductor field-effect platform represents a powerful tool for detecting the adsorption and binding of charged macromolecules with direct electrical readout. In this work, a capacitive electrolyte–insulator–semiconductor (EIS) field-effect sensor consisting of an Al-p-Si-SiO2 structure has been applied for real-time in situ electrical monitoring of the layer-by-layer formation of polyelectrolyte (PE) multilayers (PEM). The PEMs were deposited directly onto the SiO2 surface without any precursor layer or drying procedures. Anionic poly(sodium 4-styrene sulfonate) and cationic weak polyelectrolyte poly(allylamine hydrochloride) have been chosen as a model system. The effect of the ionic strength of the solution, polyelectrolyte concentration, number and polarity of the PE layers on the characteristics of the PEM-modified EIS sensors have been studied by means of capacitance–voltage and constant-capacitance methods. In addition, the thickness, surface morphology, roughness and wettabilityof the PE mono- and multilayers have been characterised by ellipsometry, atomic force microscopy and water contact-angle methods, respectively. To explain potential oscillations on the gate surface and signal behaviour of the capacitive field-effect EIS sensor modified with a PEM, a simplified electrostatic model that takes into account the reduced electrostatic screening of PE charges by mobile ions within the PEM has been proposed and discussed.
In the Collaborative Research Center SFB 401 at RWTH Aachen University, the numerical aeroelastic method SOFIA for direct numerical aeroelastic simulation is being progressively developed. Numerical results obtained by applying SOFIA were compared with measured data of static and dynamic aeroelastic wind tunnel tests for an elastic swept wing in subsonic flow.
In this part of the MEGADESIGN project, aeroelastic effects are introduced into the aerodynamic analysis of aircrafts by coupling DLR’s flow solvers TAU and FLOWer to a Timoshenko-beam solver. The emerging aeroelastic solvers and a method for the automatic identification of Timoshenko-beam models for wing-box structures were integrated into a simulation environment enabling the combined optimisation of aerodynamic wing shape and structure.
Temperature-dependent ranges of coexistence in a model of a two-prey-one-predator microbial food web
(2012)
The objective of our study was to analyze the effects of temperature on the population dynamics of a three-species food web consisting of two prey bacteria (Pedobacter sp. and Acinetobacter johnsonii) and a protozoan predator (Tetrahymena pyriformis) as model organisms. We assessed the effects of temperature on the growth rates of all three species with the objective of developing a model with four differential equations based on the experimental data. The following hypotheses were tested at a theoretical level: Firstly, temperature changes can affect the dynamic behavior of a system by temperature-dependent parameters and interactions and secondly, food web response to temperature cannot be derived from the single species temperature response. The main outcome of the study is that temperature changes affect the parameter range where coexistence is possible within all three species. This has significant consequences on our ideas regarding the evaluation of effects of global warming.
Often, detailed simulations of heat conduction in complicated, porous media have large runtimes. Then homogenization is a powerful tool to speed up the calculations by preserving accurate solutions at the same time. Unfortunately real structures are generally non-periodic, which requires unpractical, complicated homogenization techniques. We demonstrate in this paper, that the application of simple, periodic techniques to realistic media, that are just close to periodic, gives accurate, approximative solutions. In order to obtain effective parameters for the homogenized heat equation, we have to solve a so called “cell problem”. In contrast to periodic structures it is not trivial to determine a suitable unit cell, which represents a non-periodic media. To overcome this problem, we give a rule of thumb on how to choose a good cell. Finally we demonstrate the efficiency of our method for virtually generated foams as well as real foams and compare these results to periodic structures.
In this paper we present CAESAR, an intelligent domestic service robot. In domestic settings for service robots complex tasks have to be accomplished. Those tasks benefit from deliberation, from robust action execution and from flexible methods for human–robot interaction that account for qualitative notions used in natural language as well as human fallibility. Our robot CAESAR deploys AI techniques on several levels of its system architecture. On the low-level side, system modules for localization or navigation make, for instance, use of path-planning methods, heuristic search, and Bayesian filters. For face recognition and human–machine interaction, random trees and well-known methods from natural language processing are deployed. For deliberation, we use the robot programming and plan language READYLOG, which was developed for the high-level control of agents and robots; it allows combining programming the behaviour using planning to find a course of action. READYLOG is a variant of the robot programming language Golog. We extended READYLOG to be able to cope with qualitative notions of space frequently used by humans, such as “near” and “far”. This facilitates human–robot interaction by bridging the gap between human natural language and the numerical values needed by the robot. Further, we use READYLOG to increase the flexible interpretation of human commands with decision-theoretic planning. We give an overview of the different methods deployed in CAESAR and show the applicability of a system equipped with these AI techniques in domestic service robotics
In this extended abstract we describe the robot programming and planning language READYLOG, a GOLOG dialect which was developed to support the decision making of robots acting in dynamic real-time domains like robotic soccer. The formal framework of READYLOG, which is based on the situation calculus, features imperative control structures like loops and procedures, allows for decision-theoretic planning, and accounts for a continuously changing world. We developed high-level controllers in READYLOG for our soccer robots in RoboCup’s Middle-size league, but also for service robots and for autonomous agents in interactive computer games.
Reasoning with Qualitative Positional Information for Domestic Domains in the Situation Calculus
(2011)
Density Operator
(2009)
This work describes a procedure to yield attenuation maps from MR images which are used for the absorption correction (AC) of brain PET data. Such an approach could be mandatory for future combined PET and MRI scanners, which probably do not include a transmission facility. T1-weighted MR images were segmented into brain tissue, bone, soft tissue, and sinus; attenuation coefficients corresponding to elemental composition and density as well as to 511 keV photon energy were respectively assigned. Attenuation maps containing up to four compartments were created and forward projected into sinograms with attenuation factors which then were used for AC during reconstruction of FDG-PET data. The commonly used AC based on a radioactive (68Ge) transmission scan served as reference. The reconstructed radioactivity values obtained with the MRI-based AC were about 20% lower than those obtained with PET-based AC if the skull was not taken into account. Considering the skull the difference was still about 10%. Our investigations demonstrate the feasibility of a MRI-based AC, but revealed also the necessity of a satisfying delineation of bone thickness which tends to be underestimated in our first approach of T1-weighted MR image segmentation.
In the preceeding chapters on “Son of Concorde, a Technology Challenge” and “Aerodynamic Multipoint Design Challenge” it was explained, that a well balanced contribution of new technologies in all major disciplines is required for realisation of a new Supersonic Commercial Transport (SCT). One of these technologies - usually one of the most important for aircraft-is aerodynamics. Here, the required “pure” aerodynamic technologies are specified in more detail, according to our present knowledge. Increasing insight into the problems may change the balance of importance of the individual technologies and may require some more contributions. We must never confine our knowledge to the knowledge base of an expert at a given time, but must stay open for new insights.
Since certification of Concorde new certification standards were introduced including many new regulations to improve flight safety. Most of these standards are to prevent severe accidents in the future which happened in the past (here: after Concorde’s certification). A new SCT has to fulfill these standards, although Concorde had none of these accidents. But accidents - although they sometimes occurred only for a specific aircraft type - have to be avoided for any (new) aircraft. Because of existing aircraft without typical accident types having demonstrated their reliability, they are allowed to go on based on their old certification; although sometimes new rules prevent accident types which are not connected to specific aircraft types - like e.g. evacuation rules. Anyway, Concorde is allowed to fly based on its old certification, and hopefully in the future will fly as safely as in the past. But a new SCT has to fulfill updated rules like any other aircraft, and it has to be “just another aircraft” [75].
Supersonic laminar flow
(1997)
Supersonic transports are very drag sensitive. Technology to reduce drag by application of laminar flow, therefore, will be important; it is a prerequisite to achieve very long range capability. In earlier studies it was assumed that SCTs would only become possible by application of laminar flow [376]. But today, we request an SCT to be viable without application of laminar flow in order to maintain its competitiveness when laminar flow becomes available for subsonic and supersonic transports. By reducing fuel burned, laminar flow drag reduction reduces size and weight of the aircraft, or increases range capability -whereas otherwise size and weight would grow towards infinity. Transition mechanisms from laminar to turbulent state of the boundary layer flow (ALT, CFI, TSI) function as for transonic transports, but at more severe conditions: higher sweep angles, cooled surfaces; higher mode instabilities (HMI) must at least be taken into account, although they may not become important below Mach 3. Hitherto there is a worldwide lack of ground test facilities to investigate TSI at the expected cruise Mach numbers between 1.6 and 2.4; in Stuttgart, Germany one such facility -a Ludwieg tube- is still in the validation phase. A quiet Ludwieg tunnel could be a favourable choice for Europe. But it will require a new approach in designing aircraft which includes improved theoretical predictions, usage of classical wind tunnels for turbulent flow and flight tests for validation.
Concorde (Figure 9) is the only supersonic airliner which has been introduced into regular passenger service. It is still in service at British Airways and Air France without any flight accidents, and probably will stay in service for at least for ten more years.
In the chapter “Son of Concorde, a Technology Challenge” one of the new challenges for a Supersonic Commercial Transport (SCT) is multi-point design for the four main design points:
- supersonic cruise
- transonic cruise
- take-off and landing
- transonic acceleration.