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For the application of the concept of Lightning Protection Zones (LPZ), the knowledge of the magnetic fields and induced voltages inside a structure is necessary. Laboratory experiments have been conducted at a downscaled model of a building (scale factor 1:6) to determine these electromagnetic quantities in case of a direct strike to the structure. The model (3 m x 2 m x 2 m) represented a small industrial building using the reinforcement of the concrete as electromagnetic shield. The magnetic fields and magnetic field derivatives were measured at several location inside the scaled model. Further, the voltages induced on three typical cable routes inside the model was determined. The influence of the lightning current waveshape, point-of-strike, bonding of the cable routes, and bridging of an expansion joint in the middle of the building on these quantities was studied.
IEC Technical Committee 81 is currently creating the new IEC 62305 series of standards on Lightning Protection. Working Group 9 is responsible for Part 2 of this series, which deals with the assessment and management of risk its CDV (Committee Draft for Voting) stage and has been circulated to National Committees for comment. The paper details the development of the Simplified IEC Risk Assessment Calculator software tool as described in Informative Annex J of IEC62305-2 Ed.1/CDV 2. This tool is intended as a simplified implementation of the more rigorous treatment of risk management found in the written document. It is designed to be relatively intuitive for users who wish to obtain an initial assessment of risk sensitivity, but should not be considered a substitute to a full understanding of the methods provided in the standard when dealing with more complicated structures or those where greater risks to personal or system operation are involved.
Recently, in his vision for space exploration, US president Bush announced to extend human presence across the solar system, starting with a human return to the Moon as early as 2015 in preparation for human exploration of Mars and other destinations. In Europe, an exploration program, termed AURORA, was established by ESA in 2001 – funded on a voluntary basis by ESA member states – with a clear focus on Mars and the ultimate goal of landing humans on Mars around 2030 in international cooperation. In 2003, a Human Spaceflight Vision Group was appointed by ESA with the task to develop a vision for the role of human spaceflight during the next quarter of the century. The resulting vision focused on a European-led lunar exploration initiative as part of a multi-decade, international effort to strengthen European identity and economy. After a review of the situation in Europe concerning space exploration, the paper outlines an approach for a consistent positioning of exploration within the existing European space programs, identifies destinations, and develops corresponding scenarios for an integrated strategy, starting with robotic missions to the Moon, Mars, and near-Earth asteroids. The interests of the European planetary in-situ science community, which recently met at DLR Cologne, are considered. Potential robotic lunar missions comprise polar landings to search for frozen volatiles and a sample return. For Mars, the implementation of a modest robotic landing mission in 2009 to demonstrate the capability for landing and prepare more ambitious and complex missions is discussed. For near-Earth asteroid exploration, a low-cost in-situ technology demonstration mission could yield important results. All proposed scenarios offer excellent science and could therefore create synergies between ESA’s mandatory and optional programs in the area of planetary science and exploration. The paper intents to stimulate the European discussion on space exploration and reflects the personal view of the authors.
1) In Karosseriestrukturen steht der richtige Werkstoffeinsatz stärker den je im Spannungsfeld von Leichtbau, Kosten (Stückzahlen) und Leistungsanforderung 2) In „klassischen“ Strukturen von Modulträgern und Klappen hat sich die Materialmischbauweise verstärkt in den letzten Jahren durchgesetzt 3) Unter Aspekten des konzeptionellen Leichtbaus erscheint der verstärkte Einsatz von Leichtbauwerkstoffen im Vorderwagen sowie in der Dachstruktur zielführend 4) Offene Strukturprofile in Materialmischbauweise liefern für eine Vielzahl von Anwendungen ein interessantes und bis dato kaum genutztes Potential 5) Neue Entwicklungen bei den Fügetechnologien (i.b. kontinuierliche Fügeverbindungen und kombinierte Verfahren) unterstützen den wirtschaftlichen Karosserieleichtbau 6) Werkstoffinnovationen sowie neuartige Fertigungsverfahren machen den Konstruktionswerkstoff „Stahl“ auch in der Zukunft im Karosseriebau weiterhin sehr attraktiv