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How different diversity factors affect the perception of first-year requirements in higher education
(2021)
In the light of growing university entry rates, higher education institutions not only serve larger numbers of students, but also seek to meet first-year students’ ever more diverse needs. Yet to inform universities how to support the transition to higher education, research only offers limited insights. Current studies tend to either focus on the individual factors that affect student success or they highlight students’ social background and their educational biography in order to examine the achievement of selected, non-traditional groups of students. Both lines of research appear to lack integration and often fail to take organisational diversity into account, such as different types of higher education institutions or degree programmes. For a more comprehensive understanding of student diversity, the present study includes individual, social and organisational factors. To gain insights into their role for the transition to higher education, we examine how the different factors affect the students’ perception of the formal and informal requirements of the first year as more or less difficult to cope with. As the perceived requirements result from both the characteristics of the students and the institutional context, they allow to investigate transition at the interface of the micro and the meso level of higher education. Latent profile analyses revealed that there are no profiles with complex patterns of perception of the first-year requirements, but the identified groups rather differ in the overall level of perceived challenges. Moreover, SEM indicates that the differences in the perception largely depend on the individual factors self-efficacy and volition.
Die autonome, unbemannte Luftfahrt ist einer der Schlüsselsektoren für die Zukunft der Luftfahrt. In diesem rasant wachsenden Bereich nehmen senkrecht startende und senkrecht landende Flugzeuge (Vertical Take-Off and Landing – VTOL) einen besonderen Platz ein. Ein VTOL-Flugzeug (manchmal auch „Transitionsfluggerät“ genannt) verbindet die Eigenschaft des Helikopters, überall starten und landen zu können, mit den Geschwindigkeits-, Reichweiten und Flugdauervorteilen des Starrflüglers. Grundsätzlich wird die Senkrechtstart- und -landefähigkeit sowohl von zivilen als auch von militärischen Betreibern unbemannter Fluggeräte (UAVs) gewünscht. Trotzdem bietet der Markt nur eine geringe Anzahl von VTOL-UAVs, da qualitativ hochwertige Entwürfe eine ausgesprochene Herausforderung in der Entwicklung darstellen. An der FH Aachen wird deshalb seit über 5 Jahren an der Auslegung und Analyse von solchen unbemannten VTOL Flugzeugen geforscht. Das neuste Projekt ist der Eigenentwurf einer großen, senkrechtstartenden Transportdrohne. Das „PhoenAIX“ getaufte Fluggerät wird von Falk Götten und Felix Finger im Rahmen einer EFRE-Förderung entwickelt.
Wie sieht das unbemannte Flugzeug von Übermorgen aus? Dieser Frage stellen sich Forscher an der Fachhochschule Aachen. Die weltweit rasant fortschreitende Entwicklung des Marktes für unbemannte Fluggeräte (UAVs - „Unmanned Aerial Vehicles“) bietet großes Potenzial für Wachstum und Wertschöpfung. Unbemannte fliegende Systeme können – für bestimmte Anwendungsgebiete – wesentlich günstiger, kleiner und effizienter ausgelegt werden als bemannte Lösungen. Dabei sind sich viele Unternehmen über das mögliche Potential dieser Technologie noch gar nicht bewusst.
The utilization of phase change material (PCM) for latent heat storage and thermal control of spacecraft has been demonstrated in the past in few missions only. One limiting factor was the fact that all concepts developed so far envisioned the PCM to be applied as an additional capacitor, encapsulated in its own housing, leading to mass, efficiency and accommodation challenges. Recently, the application of PCM within the scan cavity of a GEOS type satellite has been suggested, in order to tackle thermal issues due to direct sun intrusion (Choi, M., 2014). However, the application of PCM in such complex mechanical structures is extremely challenging. A new concept to tackle this issue is currently under development at the FH Aachen University of Applied Sciences. The concept "Infused Thermal Solutions (ITS)" is based on the idea to 3D print metallic structures in their regular functional shape, but double walled with internal lattice support structures, allowing the infusion of a PCM layer directly into the voids and eliminating the need for additional parts and interfaces. Together with OHB System, FH Aachen theoretically studied the application of this technology to the Meteosat Third Generation (MTG) Infra-Red Sounder (IRS) instrument. The study focuses on the scan cavity and entrance baffling assembly (EBA) of the IRS. It consists of thermal analyses, 3D-redesign and bread boarding of a scaled and PCM infused EBA version. In the thermal design of the alternative EBA, PCM was applied directly into the EBA, simulating the worst hot case sun intrusion of the mission. By applying 4kg of PCM (to a 60kg baffle) the EBA temperature excursions during sun intrusion were limited from 140K to 30K, leading to a significant thermo-opto-elastic performance gain. This paper introduces the ITS concept development status.
The paper presents an overview of the past and present of low-emission combustor research with hydrogen-rich fuels at Aachen University of Applied Sciences. In 1990, AcUAS started developing the Dry-Low-NOx Micromix combustion technology. Micromix reduces NOx emissions using jet-in-crossflow mixing of multiple miniaturized fuel jets and combustor air with an inherent safety against flashback. At first, pure hydrogen as fuel was investigated with lab-scale applications. Later, Micromix prototypes were developed for the use in an industrial gas turbine Honeywell/Garrett GTCP-36-300, proving low NOx characteristics during real gas turbine operation, accompanied by the successful definition of safety laws and control system modifications. Further, the Micromix was optimized for the use in annular and can combustors as well as for fuel-flexibility with hydrogen-methane-mixtures and hydrogen-rich syngas qualities by means of extensive experimental and numerical simulations. In 2020, the latest Micromix application will be demonstrated in a commercial 2 MW-class gas turbine can-combustor with full-scale engine operation. The paper discusses the advances in Micromix research over the last three decades.
Combined with the use of renewable energy sources for
its production, Hydrogen represents a possible alternative gas
turbine fuel for future low emission power generation. Due to
its different physical properties compared to other fuels such
as natural gas, well established gas turbine combustion
systems cannot be directly applied for Dry Low NOx (DLN)
Hydrogen combustion. This makes the development of new
combustion technologies an essential and challenging task
for the future of hydrogen fueled gas turbines.
The newly developed and successfully tested “DLN
Micromix” combustion technology offers a great potential to
burn hydrogen in gas turbines at very low NOx emissions.
Aiming to further develop an existing burner design in terms
of increased energy density, a redesign is required in order to
stabilise the flames at higher mass flows and to maintain low
emission levels.
For this purpose, a systematic design exploration has
been carried out with the support of CFD and optimisation
tools to identify the interactions of geometrical and design
parameters on the combustor performance. Aerodynamic
effects as well as flame and emission formation are observed
and understood time- and cost-efficiently. Correlations
between single geometric values, the pressure drop of the
burner and NOx production have been identified as a result.
This numeric methodology helps to reduce the effort of
manufacturing and testing to few designs for single
validation campaigns, in order to confirm the flame stability
and NOx emissions in a wider operating condition field.
The paper presents an aerodynamic investigation of 70 different streamlined bodies with fineness ratios ranging from 2 to 10. The bodies are chosen to idealize both unmanned and small manned aircraft fuselages and feature cross-sectional shapes that vary from circular to quadratic. The study focuses on friction and pressure drag in dependency of the individual body’s fineness ratio and cross section. The drag forces are normalized with the respective body’s wetted area to comply with an empirical drag estimation procedure. Although the friction drag coefficient then stays rather constant for all bodies, their pressure drag coefficients decrease with an increase in fineness ratio. Referring the pressure drag coefficient to the bodies’ cross-sectional areas shows a distinct pressure drag minimum at a fineness ratio of about three. The pressure drag of bodies with a quadratic cross section is generally higher than for bodies of revolution. The results are used to derive an improved form factor that can be employed in a classic empirical drag estimation method. The improved formulation takes both the fineness ratio and cross-sectional shape into account. It shows superior accuracy in estimating streamlined body drag when compared with experimental data and other form factor formulations of the literature.
The results of a statistical investigation of 42 fixed-wing, small to medium sized (20 kg−1000 kg) reconnaissance unmanned air vehicles (UAVs) are presented. Regression analyses are used to identify correlations of the most relevant geometry dimensions with the UAV’s maximum take-off mass. The findings allow an empirical based geometry-build up for a complete unmanned aircraft by referring to its take-off mass only. This provides a bridge between very early design stages (initial sizing) and the later determination of shapes and dimensions. The correlations might be integrated into a UAV sizing environment and allow designers to implement more sophisticated drag and weight estimation methods in this process. Additional information on correlation factors for a rough drag estimation methodology indicate how this technique can significantly enhance the accuracy of early design iterations.
A hybrid-electric propulsion system combines the advantages of fuel-based systems and battery powered systems and offers new design freedom. To take full advantage of this technology, aircraft designers must be aware of its key differences, compared to conventional, carbon-fuel based, propulsion systems. This paper gives an overview of the challenges and potential benefits associated with the design of aircraft that use hybrid-electric propulsion systems. It offers an introduction of the most popular hybrid-electric propulsion architectures and critically assess them against the conventional and fully electric propulsion configurations. The effects on operational aspects and design aspects are covered. Special consideration is given to the application of hybrid-electric propulsion technology to both unmanned and vertical take-off and landing aircraft. The authors conclude that electric propulsion technology has the potential to revolutionize aircraft design. However, new and innovative methods must be researched, to realize the full benefit of the technology.
This paper analyzes the drag characteristics of several landing gear and turret configurations that are representative of unmanned aircraft tricycle landing gears and sensor turrets. A variety of these components were constructed via 3D-printing and analyzed in a wind-tunnel measurement campaign. Both turrets and landing gears were attached to a modular fuselage that supported both isolated components and multiple components at a time. Selected cases were numerically investigated with a Reynolds-averaged Navier-Stokes approach that showed good accuracy when compared to wind-tunnel data. The drag of main gear struts could be significantly reduced via streamlining their cross-sectional shape and keeping load carrying capabilities similar. The attachment of wheels introduced interference effects that increased strut drag moderately but significantly increased wheel drag compared to isolated cases. Very similar behavior was identified for front landing gears. The drag of an electro-optical and infrared sensor turret was found to be much higher than compared to available data of a clean hemisphere-cylinder combination. This turret drag was merely influenced by geometrical features like sensor surfaces and the rotational mechanism. The new data of this study is used to develop simple drag estimation recommendations for main and front landing gear struts and wheels as well as sensor turrets. These recommendations take geometrical considerations and interference effects into account.
The predictive control of commercial vehicle energy management systems, such as vehicle thermal management or waste heat recovery (WHR) systems, are discussed on the basis of information sources from the field of environment recognition and in combination with the determination of the vehicle system condition.
In this article, a mathematical method for predicting the exhaust gas mass flow and the exhaust gas temperature is presented based on driving data of a heavy-duty vehicle. The prediction refers to the conditions of the exhaust gas at the inlet of the exhaust gas recirculation (EGR) cooler and at the outlet of the exhaust gas aftertreatment system (EAT). The heavy-duty vehicle was operated on the motorway to investigate the characteristic operational profile. In addition to the use of road gradient profile data, an evaluation of the continuously recorded distance signal, which represents the distance between the test vehicle and the road user ahead, is included in the prediction model. Using a Fourier analysis, the trajectory of the vehicle speed is determined for a defined prediction horizon.
To verify the method, a holistic simulation model consisting of several hierarchically structured submodels has been developed. A map-based submodel of a combustion engine is used to determine the EGR and EAT exhaust gas mass flows and exhaust gas temperature profiles. All simulation results are validated on the basis of the recorded vehicle and environmental data. Deviations from the predicted values are analyzed and discussed.
This paper compares several blade element theory (BET) method-based propeller simulation tools, including an evaluation against static propeller ground tests and high-fidelity Reynolds-Average Navier Stokes (RANS) simulations. Two proprietary propeller geometries for paraglider applications are analysed in static and flight conditions. The RANS simulations are validated with the static test data and used as a reference for comparing the BET in flight conditions. The comparison includes the analysis of varying 2D aerodynamic airfoil parameters and different induced velocity calculation methods. The evaluation of the BET propeller simulation tools shows the strength of the BET tools compared to RANS simulations. The RANS simulations underpredict static experimental data within 10% relative error, while appropriate BET tools overpredict the RANS results by 15–20% relative error. A variation in 2D aerodynamic data depicts the need for highly accurate 2D data for accurate BET results. The nonlinear BET coupled with XFOIL for the 2D aerodynamic data matches best with RANS in static operation and flight conditions. The novel BET tool PropCODE combines both approaches and offers further correction models for highly accurate static and flight condition results.
The paper presents the derivation of a new equivalent skin friction coefficient for estimating the parasitic drag of short-to-medium range fixed-wing unmanned aircraft. The new coefficient is derived from an aerodynamic analysis of ten different unmanned aircraft used on surveillance, reconnaissance, and search and rescue missions. The aircraft are simulated using a validated unsteady Reynolds-averaged Navier Stokes approach. The UAV's parasitic drag is significantly influenced by the presence of miscellaneous components like fixed landing gears or electro-optical sensor turrets. These components are responsible for almost half of an unmanned aircraft's total parasitic drag. The new equivalent skin friction coefficient accounts for these effects and is significantly higher compared to other aircraft categories. It is used to initially size an unmanned aircraft for a typical reconnaissance mission. The improved parasitic drag estimation yields a much heavier unmanned aircraft when compared to the sizing results using available drag data of manned aircraft.
This paper presents an approach for UAV propulsion system qualification and validation on the example of FH Aachen's 25 kg cargo UAV "PhoenAIX". Thrust and power consumption are the most important aspects of a propulsion system's layout. In the initial design phase, manufacturers' data has to be trusted, but the validation of components is an essential step in the design process. This process is presented in this paper. The vertical takeoff system is designed for efficient hover; therefore, performance under static conditions is paramount. Because an octo-copter layout with coaxial rotors is considered, the impact of this design choice is analyzed. Data on thrust, voltage stability, power consumption, rotational speed, and temperature development of motors and controllers are presented for different rotors. The fixed-wing propulsion system is designed for efficient cruise flight. At the same time, a certain static thrust has to be provided, as the aircraft needs to accelerate to cruise speed. As for the hover-system, data on different propellers is compared. The measurements were taken for static conditions, as well as for different inflow velocities, using the FH-Aachen's wind-tunnel.
This paper primarily presents an aerodynamic CFD analysis of a winged spaceplane geometry based on the Japanese Space Walker proposal. StarCCM was used to calculate aerodynamic coefficients for a typical space flight trajectory including super-, trans- and subsonic Mach numbers and two angles of attack. Since the solution of the RANS equations in such supersonic flight regimes is still computationally expensive, inviscid Euler simulations can principally lead to a significant reduction in computational effort. The impact on accuracy of aerodynamic properties is further analysed by comparing both methods for different flight regimes up to a Mach number of 4.