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Additive manufacturing processes have evolved rapidly in recent years and now offer a wide range of manufacturing technologies and workable materials. This range from plastics and metals to paper and even polymer plaster composites. Due to the layer by layer structure of the components the additive processes have in comparison with conventional manufacturing processes the advantage of freedom of design, that means the simple implementation of complex geometries. Moreover, the additive processes provide the advantage of reduced consumption of resources, since essentially only the material is consumed, which is required for the actual component, since no waste in the form of chips is produced. In order to use these advantages, the potentials of additive manufacturing and the requirements of sustainable design must already be observed in the product development process. So the design of the components and products must be made so as little as possible construction and supporting material is required for the generative production and therefore little resources are consumed. Also, all steps of the additive manufacturing process must be considered properly, that includes the post processing. This allows components be designed so that for instance the effort for removing the support structure is considerably reduced. This leads to a significant reduction in manufacturing time and thus energy consumption. The implementation of these potentials in product development can be demonstrated by means of a multiple-stages model. A case study shows how this model is applied in the training of Master students in the field of product development. In a workshop the students work as a group while implementing the task of developing a miniature racing car under the rules of sustainable design in compliance with the boundary conditions for an additive manufacturing. In this case, Fused Deposition Modelling FDM using plastics as a building material is applied. The results show how the students have dealt with the different requirements and how they have implemented them in product development and in the subsequent additive manufacturing.
Passive hybridization of battery cell and photovoltaic cell: modeling and experimental validation
(2017)
The need to measure basic aerosol parameters has increased dramatically in the last decade. This is due mainly to their harmful effect on the environment and on public health. Legislation requires that particle emissions and ambient levels, workplace particle concentrations and exposure to them are measured to confirm that the defined limits are met and the public is not exposed to harmful concentrations of aerosols.
Die in dieser Arbeit vorgestellte Vorgehensweise erlaubt die Ortung von Schienenfahrzeugen in topologischen Karten allein mit Hilfe eines Wirbelstromsensorsystems (WSS). Zur Ortung primär erforderlich ist die Identifizierung des befahrenen Gleises selbst, wofür unterschiedliche in einer Karte gespeicherte Merkmale herangezogen werden sowie der zurückgelegte Weg, der durch Zählen der passierten Schwellen ermittelt wird. Diese Merkmale werden mittels eigens definierter, virtueller Sensoren aus dem Signal des WSS gewonnen und mittels einem Bayes’schen Formalismus mit den Referenzdaten aus der vorliegenden topologischen Karte abgeglichen. Diese auf virtuellen Sensoren basierende Vorgehensweise erlaubt eine Parallelisierung der Sensorsignalverarbeitung und eine flexible Einbindung von Sensoren in das Ortungssystem. Die Möglichkeit, Weichen mit einer Trefferquote von 99% zu detektieren, erlaubt die Verfolgung der Fahrzeugposition über die gesamte Fahrstrecke hinweg, unter alleiniger Verwendung der vom WSS gelieferten Messdaten.
Für die genaue Positionsbestimmung in Innenräumen, beispielsweise in Bahnhöfen oder Einkaufszentren, soll in dem beschriebenen Projekt untersucht werden, inwiefern lokale Magnetfelder genutzt werden können, um Genauigkeit und Robustheit zu erhöhen. Hierzu wird untersucht, ob und wie kostengünstige Magnetfeldsensoren und mobile Roboterplattformen genutzt werden können, um Karten zu erstellen, die eine spätere Navigation, beispielsweise mit Smartphones oder mit anderen mobilen Geräten.
Hintergrund: Das elektrische interventrikuläre Delay (IVD) ist bei Patienten (P) mit Herzinsuffizienz (HF), reduzierter linksventrikulärer (LV) Funktion und verbreitertem QRS Komplex von Bedeutung für den Erfolg der kardialen Resynchronisationstherapie (CRT). Die transösophageale LV Elektrokardiographie (EKG) ermöglicht die Bestimmung des elektrischen IVD und linksventrikulären Delays (LVD). Das Ziel der Studie besteht in der Untersuchung des transösophagealen elektrischen IVD, LVD und deren Verhältnis zur QRS Dauer bei rechtsventrikulärer (RV) Stimulation vor Aufrüstung auf eine biventrikuläre (BV) Stimulation.
Methoden: Bei 11 HF P (Alter 69,0 ± 7,9 Jahre; 10 Männer und 1 Frau) mit DDD Schrittmacher (n=10), DDD Defibrillator (n=1) und RV Stimulation, New York Heart Association (NYHA) Klasse 3,0 ± 0,2, LV Ejektionsfraktion 24,5 ± 4,9 % und QRS-Dauer 228,2 ± 44,8 ms wurden das elektrische IVD als Intervall zwischen Beginn des QRS-Komplexes im Oberflächen EKG und Beginn des LV Signals im transösophagealen LV EKG und das elektrische LVD als Intervall zwischen Beginn und Ende des LV Signals im transösophagealen LV EKG präoperativ vor Aufrüstung auf CRT Defibrillator (n=8) und CRT Schrittmacher (n=3) bestimmt. Der Anstieg des arteriellen Pulse Pressure (PP) wurde zwischen RV Stimulation und transösophagealer LV Stimulation mit unterschiedlichem AV-Delay (n=5) vor Aufrüstung von RV auf BV Stimulation getestet.
Ergebnisse: Bei RV Stimulation betrugen IVD 86,54 ± 32,80 ms, LVD 94,45 ± 23,80 ms, QRS-IVD-Verhältnis 2,63 ± 0,81 mit negativer Korrelation zwischen IVD und QRS-IVD-Verhältnis (r=-0,668 P=0,0248) (Fig.) und QRS-LVD-Verhältnis 2,33 ± 0,73. Vorhofsynchrone ventrikuläre Stimulation führte zu 63,6 ± 27,7 mmHg PP bei RV Stimulation und 80,6 ± 38,5 mmHg PP bei LV Stimulation und der PP erhöhte sich bei LV Stimulation mit optimalem AV Delay um 17 ± 11,2 mmHg gegenüber RV Stimulation (P<0,001). Nach Aufrüstung von RV Stimulation auf BV Stimulation verbesserten sich die NYHA Klasse von 3,1 ± 0,2 auf 2,2 ± 0,3 während 30,4 ± 29,6 Monaten CRT.
Schlussfolgerungen: Das transösophageale LV EKG ermöglicht die Bestimmung des elektrischen IVD und LVD bei RV Stimulation zur Evaluierung der interventrikulären und linksventrikulären elektrischen Desynchronisation. IVD, LVD und deren Verhältnis zur QRS Dauer können möglicherweise zur Vorhersage einer CRT Response vor Aufrüstung von RV auf BV Stimulation genutzt werden.
Background: Cardiac resynchronization therapy (CRT) with biventricular (BV) pacing is an established therapy for heart failure (HF) patients (P) with sinus rhythm, reduced left ventricular (LV) ejection fraction (EF) and electrical ventricular desynchronization. The aim of the study was to evaluate electrical interventricular delay (IVD) and left ventricular delay (LVD) in right ventricular (RV) pacemaker pacing before upgrading to CRT BV pacing.
Methods: HF P (n=11, age 69.0 ± 7.9 years, 1 female, 10 males) with DDD pacemaker (n=10), DDD defibrillator (n=1), RV pacing, New York Heart Association (NYHA) class 3.0 ± 0.2 and 24.5 ± 4.9 % LVEF were measured by surface ECG and transesophageal bipolar LV ECG before upgrading to CRT defibrillator (n=8) and CRT pacemaker (n=3). IVD was measured between onset of QRS in the surface ECG and onset of LV signal in the transesophageal ECG. LVD was measured between onset and offset of LV signal in the transesophageal ECG. CRT atrioventricular (AV) and BV pacing delay were optimized by impedance cardiography.
Results: Interventricular and intraventricular desynchronization in RV pacemaker pacing were 228.2 ± 44.8 ms QRS duration, 86.5 ± 32.8ms IVD, 94.4 ± 23.8ms LVD, 2.6 ± 0.8 QRS-IVD-ratio with correlation between IVD and QRS-IVD-ratio (r=-0.668 P=0.0248) and 2.3 ± 0.7 QRS-LVD-ratio. The LVEF-IVD-ratio was 0.3 ± 0.1 with correlation between IVD and LVEF-IVD-ratio (r=-0.8063 P=0.00272) and with correlation between QRS duration and LVEF-IVD-ratio (r=-0.7251 P=0.01157). Optimal sensing and pacing AV delay were 128.3 ± 24.8 ms AV delay after atrial sensing (n=6) and 173.3 ± 40.4 ms AV delay after atrial pacing (n=3). Optimal BV pacing delay was -4.3 ± 11.3 ms between LV and RV pacing (n=7). During 30.4 ± 29.6 month CRT follow-up, the NYHA class improved from 3.1 ± 0.2 to 2.2 ± 0.3.
Conclusions: Transesophageal electrical IVD and LVD in RV pacemaker pacing may be additional useful ventricular desynchronization parameters to improve P selection for upgrading RV pacemaker pacing to CRT BV pacing.
Electrochemical impedance spectroscopy (EIS) is a widely-used diagnostic technique to characterize electrochemical processes. It is based on the dynamic analysis of two electrical observables, that is, current and voltage. Electrochemical cells with gaseous reactants or products (e.g., fuel cells, metal/air cells, electrolyzers) offer an additional observable, that is, the gas pressure. The dynamic coupling of current and/or voltage with gas pressure gives rise to a number of additional impedance definitions, for which we have introduced the term electrochemical pressure impedance spectroscopy (EPIS) [1,2]. EPIS shows a particular sensitivity towards transport processes of gas-phase or dissolved species, in particular, diffusion coefficients and transport pathway lengths. It is as such complementary to standard EIS, which is mainly sensitive towards electrochemical processes. This sensitivity can be exploited for model parameterization and validation. A general analysis of EPIS is presented, which shows the necessity of model-based interpretation of the complex EPIS shapes in the Nyquist plot (cf. Figure). We then present EPIS simulations for two different electrochemical cells: (1) a sodium/oxygen battery cell and (2) a hydrogen/air fuel cell. We use 1D or 2D electrochemical and transport models to simulate current excitation/pressure detection or pressure excitation/voltage detection. The results are compared to first EPIS experimental data available in literature [2,3].
In this paper we show that a model-free approach to learn behaviors in joint space can be successfully used to utilize toes of a humanoid robot. Keeping the approach model-free makes it applicable to any kind of humanoid robot, or robot in general. Here we focus on the benefit on robots with toes which is otherwise more difficult to exploit. The task has been to learn different kick behaviors on simulated Nao robots with toes in the RoboCup 3D soccer simulator. As a result, the robot learned to step on its toe for a kick that performs 30% better than learning the same kick without toes.
Technology and computer applications influence our daily lives and questions arise concerning the role of artificial intelligence and decision-making algorithms. There are warning voices, that computers can, in theory, emulate human intelligence-and exceed it. This paper points out that a replacement of humans by computers is unlikely, because human thinking is characterized by cognitive heuristics and emotions, which cannot simply be implemented in machines operating with algorithms, procedural data processing or artificial neural networks. However, we are going to share our responsibilities with superior computer systems, which are tracking and surveying all of our digital activities, whereas we have no idea of the decision-making processes inside the machines. It is shown that we need a new digital humanism defining rules of computer responsibilities to avoid digital totalism and comprehensive monitoring and controlling of individuals within the planet Earth.
This paper describes the Sweaty II humanoid adult size robot trying to qualify for the RoboCup 2017 adult size humanoid competition. Sweaty came 2nd in RoboCup 2016 adult size league. The paper describes the main characteristics of Sweaty that made this success possible, and improvements that have been made or are planned to be implemented for RoboCup 2017.
Gaps in basic math knowledge are among the biggest obstacles to a successful start in university. Students starting their studies in STEM disciplines display significant diversity, “math anxiety” is a widespread phenomenon, and the transition to a self-determined way of studying presents a huge challenge. Universities offer support measures such as preparatory courses. Over the years, Offenburg University realized that with increased diversity, traditional ways of teaching in front of the class have become inefficient. The majority of the students remained inactive and just listened to the teachers’ explanations and the few active participants’ answers.
Since 2013 our new course concept fosters a shift from teaching to active learning on a large scale, involving several hundred participants of our on-site preparatory math courses. This switch to broad active practicing, however, must go hand in hand with providing individual support for an increasingly diverse student body. Meanwhile students bring along their mobile devices, and the training App TeachMatics serves as a facilitator. The course concept has been very well received by both students and teachers.
Gelingt den Studienanfängern eine strukturierte Ergebnissicherung der Lehrveranstaltungen? Oder sind viele allein schon mit einem vollständigen Mitschrieb überfordert? Laufen aktivierende Methoden, Medienwechsel und der Wunsch nach strukturierter Sicherung der Inhalte des Lehrgesprächs teilweise sogar auseinander? Immer mehr Studierende (möchten) auch per Tablet mitschreiben. Wie könnte man in der Lehre auf diese Aspekte stärker eingehen?
Es wird ein praktischer Ansatz gezeigt, Mathematik-Vorlesungen über ein Tablet-basiertes Mitmach-Skript zu gestalten. Dieses dient als Schrittmacher zwischen Input- und Verarbeitungsphasen und unterstützt die strukturierte Verschriftlichung, indem es Vorteile von Tafel, PPT und klassischem Skript vereint. Traditionelle Methoden werden mit technologischen Möglichkeiten kombiniert, um die angesprochenen Herausforderungen bewusster im Lehrstil zu berücksichtigen. Verbindungen zu Virtual Classroom und Video-gestützter Lehre werden aufgezeigt.
Viele hochbeanspruchte Bauteile müssen zur Erfüllung ihres konstruktiven Zwecks mit Durchdringungskerben versehen werden. Infolge der gegenseitigen Wechselwirkung gelten für die Kerbwirkung dieser Art von Mehrfachkerben andere Gesetzmäßigkeiten als bei Einzelkerben. Die Weiterentwicklung der Lehre von der Tragfähigkeitsberechnung höchstbeanspruchter Maschinenelemente macht es notwendig, sich mit der Durchdringungskerbwirkung eingehend zu befassen. Thum und Svenson [1] entwickelten im Jahr 1949 ein Näherungsverfahren zur Abschätzung der Formzahl an einem zugbelasteten Stab mit Durchdringungskerben. In vielen Lehrbüchern findet dieses Verfahren Anwendung. Aus heutiger Sicht erscheint die Eignung der aus diesem Ansatz erzielten Ergebnisse als dringend überprüfungswürdig. Das thum’sche Verfahren wird unter die Lupe genommen. Der hier vorliegende Beitrag präsentiert mit Hilfe der Finiten-Elemente-Methode (FEM) neue Untersuchungsergebnisse an zugbeanspruchten Stäben mit Halbkreisnut und überlagerter Querbohrung. Diese ergaben, dass die Berechnung nach [1] Lücken aufweist. Ihr Ansatz stellt für den heutigen Entwicklungsstand eine mit zu großen Abweichungen behaftete Näherungshypothese dar.
Three real-lab trigeneration microgrids are investigated in non-residential environments (educational, office/administrational, companies/production) with a special focus on domain-specific load characteristics. For accurate load forecasting on such a local level, à priori information on scheduled events have been combined with statistical insight from historical load data (capturing information on not explicitly-known consumer behavior). The load forecasts are then used as data input for (predictive) energy management systems that are implemented in the trigeneration microgrids. In real-world applications, these energy management systems must especially be able to carry out a number of safety and maintenance operations on components such as the battery (e.g. gassing) or CHP unit (e.g. regular test runs). Therefore, energy management systems should combine heuristics with advanced predictive optimization methods. Reducing the effort in IT infrastructure the main and safety relevant management process steps are done on site using a Smart & Local Energy Controller (SLEC) assisted by locally measured signals or operator given information as default and external inputs for any advanced optimization. Heuristic aspects for local fine adjustment of energy flows are presented.
Our university carries out various research projects. Among others, the project Schluckspecht is an interdisciplinary work on different ultra-efficient car concepts for international contests. Besides the engineering work, one part of the project deals with real-time data visualization. In order to increase the efficiency of the vehicle, an online monitoring of the runtime parameters is necessary. The driving parameters of the vehicle are transmitted to a processing station via a wireless network connection. We plan to use an augmented reality (AR) application to visualize different data on top of the view of the real car. By utilizing a mobile Android or iOS device a user can interactively view various real-time and statistical data. The car and its components are meant to be augmented by various additional information, whereby that information should appear at the correct position of the components. An engine e.g. could show the current rpm and consumption values. A battery on the other hand could show the current charge level. The goal of this paper is to evaluate different possible approaches, their suitability and to expand our application to other projects at our university.