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zuerst erschienen in Telekom-Praxis Ausgabe 1997. Von Jürgen Lohr, Jahrgang 1962, beschäftigt mit Softwareentwicklung im Projekt "Interaktive Multimedia" bei der Deutschen Telekom AG, Entwicklungszentrum Berlin. 26 S. Der Beitrag befaßt sich mit dem Thema der universellen Kommunikationsplattform für neue, interaktive, multimediale Dienste und Anwendungen. Ausgehend von den Diensten wird ein Referenzmodell für offene Kommunikation und die Kommunikationsplattform kurz vorgestellt. Desweiteren wird die XAPI mit den Grundbegriffen, den Phasen der Kommunikation und dem Status Modell dargelegt. Ebenfalls werden die realisierten Service Provider erläutert. Abschließend werden zukünftige Vorhaben aus den Standardisierungsprojekten ITU und DAVIC sowie weitere Realisierungen aufgezeigt.
Magister Iuris Communis - Master of European and Comparative Law (LL M) in Maastricht, Niederlande
(1997)
Regenerative Energiequellen
(1997)
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.
The technology programme “Reduction of aerodynamic drag (RaWid)” for high speed aerodynamics at Daimler-Benz Aerospace Airbus is sponsered by the German ministry for education, research and technology since July 1, 1995. Connected to this industrial programme are the cooperation programmes “MEGAFLOW” under leadership of the DLR and “Transition” by the DFG, and several contributions by DLR and universities.
The programme is oriented towards technologies required for a MEGALINER which gains momentum by the ambitious plans for a new large Airbus A3XX.
In the first year new technological steps were undertaken in theory, design and experiment. Some critical steps were verified by wing designs checked in wind tunnel tests.
HSP III Koordinatenmessgerät
(1997)
Elektromagnetischer Aktuator zur Betätigung eines Stellgliedes (2), mit wenigstens einem Elektromagneten (4) und einem mit dem Stellglied (2) verbundenen Anker (3), der gegen die Kraft einer Rückstellfeder (6) aus seiner Ruhelage in Richtung auf den Elektromagneten (4) bewegbar ist, mit einer Rückstellfeder (6), die eine nicht lineare, bezogen auf die Ruhelage des Ankers (3) progressiv ansteigende Kennlinie aufweist.
[Mehrere Beiträge]
(1997)
Modeller for Value Systems
(1997)
Genaue Kenntnis der Spannungen und Verformungen in passiven Komponenten gewinnt man mit detailierten inelastischen FEM Analysen. Die lokale Beanspruchung läßt sich aber nicht direkt mit einer Beanspruchbarkeit im strukturmechanischen Sinne vergleichen. Konzentriert man sich auf die Frage nach der Tragfähigkeit, dann vereinfacht sich die Analyse. Im Rahmen der Plastizitätstheorie berechnen Traglast- und Einspielanalyse die tragbaren Lasten direkt und exakt. In diesem Beitrag wird eine Implementierung der Traglast- und Einspielsätze in ein allgemeines FEM Programm vorgestellt, mit der die Tragfähigkeit passiver Komponenten direkt berechnet wird. Die benutzten Konzepte werden in Bezug auf die übliche Strukturanalyse erläutert. Beispiele mit lokal hoher Beanspruchung verdeutlichen die Anwendung der FEM basierten Traglast- und Einspielanalysen. Die berechneten Interaktionsdiagramme geben einen guten Überblick über die möglichen Betriebsbereiche passiver Komponenten. Die Traglastanalyse bietet auch einen strukturmechanischen Zugang zur Kollapslast rißbehafteter Komponenten aus hochzähem Material.
Limit and shakedown theorems are exact theories of classical plasticity for the direct computation of safety factors or of the load carrying capacity under constant and varying loads. Simple versions of limit and shakedown analysis are the basis of all design codes for pressure vessels and pipings. Using Finite Element Methods more realistic modeling can be used for a more rational design. The methods can be extended to yield optimum plastic design. In this paper we present a first implementation in FE of limit and shakedown analyses for perfectly plastic material. Limit and shakedown analyses are done of a pipe–junction and a interaction diagram is calculated. The results are in good correspondence with the analytic solution we give in the appendix.
Red blood cell aggregation in experimental sepsis . Baskurt, O. K.; Temiz, A.; Meiselman, H. J.
(1997)
Design and implementation aspects of a 3D reconstruction algorithm for the Jülich TierPET system
(1997)
Kompetenz zur Innovation: Vom Druckbetrieb zum Multimedia-Dienstleister . Staudt, E.; Thielemann, F.
(1997)