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Die Integration fluktuierender erneuerbarer Energien erfordert hoch flexible Kraftwerke, Energiespeicher und Power-to-X-Anlagen zur Netzstabilisierung und bedarfsgerechten Abdeckung der verbleibenden Netzlasten.
Im Projekt KWK-Flex untersucht die Hochschule Kempten mit den Partnern Fernwärme Ulm GmbH (FUG) aus Baden-Württemberg und der ZAK Energie GmbH (ZAK) aus Bayern die Entwicklung innovativer Methoden und Anlagenbetriebsstrategien zur flexiblen, stromgeführten Fahrweise von Kraft-Wärme-Kopplungs-(KWK)-Anlagen mit hohen Anteilen erneuerbarer Energien.
Die Analysen wurden unterstützt von der AGFW | Der Energieeffizienzverband für Wärme, Kälte und KWK e.V.
The hydrocarbons present in the diesel exhaust gas are analyzed. A mass spectrometer is used for the measurements, and it operates on the basis of an ion‐molecule reaction. This method is especially suitable because it is selective, is as free of fragments as possible, and is highly sensitive to the species that need to be measured. The study shows that numerous hydrocarbons in diesel exhaust gas can be identified. In particular, three molecules, ethyne, ethene and propene, were analyzed online in‐depth on an engine test bench under different engine operating conditions.
The variety of products on the market that are offered with advanced driver assistance systems is huge. Besides systems like the lane keeping assistant also camera based systems are more and more in the foreground. The Full Display Mirror (FDM), a camera-based hybrid mirror, is also being installed in vehicles. User experience in the sense of acceptance and peace of mind as well as benefit of the product are essential not only to know the systems are installed, but also to know how to use them. In a customer study with N = 60 persons, interviews and questionnaires were conducted during a test drive in real road traffic with various scenarios in order to test and evaluate the FDM. In comparison to the normal mirror, the FDM scored very well - especially in the field of view, the feedback was extremely positive. The increased safety with the use of the system, among other things due to the considerably larger field of view, is an absolute plus point of this camera-based mirror version. The fast familiarization with the system as well as the high user friendliness make the FDM a meaningful invention.
Advanced Driver Assistance Systems and Automated Driving are a megatrend in the automotive industry. The following questions arise: Will vehicle manufacturers still be able to differentiate themselves “brand-specifically” in the future or will all vehicles be perceived the same when being driven? How can a brand DNA be implemented and how can the transfer of “fun to drive” to “fun to be driven” be achieved? In order to reach this, clear driving characteristic goals – in front of the customer – should be defined and the requirements for vehicle systems and components shall be derived from this. However, what are driving characteristics in the context of assisted and automated driving, Figure 1, and how can those specifically be achieved in the development? Porsche has addressed this question together with the University of Applied Sciences Kempten and MdynamiX. How can an attribute-based development look like and how can Porsche effectively design a brand-typical characteristic in this area?
Advanced driver assistance systems (ADAS) support the driver in certain traffic situations and can increase road safety. For this appropriate interaction, concepts between the driver and the assistance systems are required, which focuses on driver’s needs. In a user-centered study with N = 48 subjects, interviews and questionnaires were conducted during a test drive in real road traffic in order to test and evaluate the lane keeping assistant system (LKAS) with head-up display (HUD). In addition, two current premium vehicles from various manufacturers were used to investigate the influence of the HUD on the user experience and to derive optimization potential for current and future automatic driving functions. In comparison to the test rides with LKAS in combination without HUD (with head-down display), it can be determined that there is a positive influence of HUD on the experience with LKAS.
Advanced Driver Assistance Systems (ADAS) and Highly Automated Driving Systems (HAD) are among the most important megatrends in the automotive development. Accompanying this one big question arises: do all assisted and automated driving cars drive the same or will vehicle manufacturers be able to differentiate themselves with DNA of their own? And - especially for a sportscar-manufacturer like Porsche – how can ADAS and HAD impart typical attributes like driving fun and sportiness, Figure 1? In order to achieve this, clear driving characteristic goals (from a customer’s point of view) must be defined and the system requirements for ADAS and HAD (including all components like sensors, ECU’s and actors) shall be derived from this. However, what are driving and brand characteristics in the context of assisted and automated driving? And how can those be realized in the development? Porsche has addressed this question together with the University of Applied Sciences Kempten and MdynamiX.
From an engineering point of view, church bells are structures that, during ringing, are exposed to severe loading conditions. They are damaged due to material wear, fatigue loading, material deficiencies, different clapper-to-bell layouts, ringing conditions, etc. To get an insight into the wear-related damage of bells, experimental investigations and numerical simulations of the local contact between the clapper and the bell were carried out as part of the activities of an EU-funded project called Maintenance and Protection of Bells. In order to make a full-scale comparison between the measured and simulated results a simplified model was set up. In this model the clapper was replaced by a cylinder with a rounded tip that was dropped against a block representing the bell wall. The aim of the simplified model was to study the impact phenomenon in a controlled way and to adapt the numerical model for simulating the local contact. In the article the synthesis of a finite-element model for simulating the cylinder-drop test is presented. The results of the finite-element simulations of repetitive cylinder drops are compared to the data that were measured in the laboratory. The effects of the cylinder material, the cylinder radius and the drop height of the cylinder on the local elastic–plastic behaviour of the cylinder and the block are also presented and discussed.