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Passenger cars in Europe have become both heavier and more powerful over the past decades. This trend has increased vehicle utility but it might have also offset technical improvements in powertrain efficiency. Here, we analyze efficiency trade-offs and CO2 emissions for three popular compact cars in Germany. We find that mass, power, and front area of model variants has increased by 66%, 147%, and 22%, respectively between 1980 and 2018. In the same period, fuel consumption decreased 14% for gasoline models but it increased 9% for diesel models. However, if vehicle mass, power, and front area had remained at 1980 levels, technical efficiency improvements would have decreased the fuel consumption of gasoline and diesel models by 23% and 24%, respectively. The related efficiency trade-offs amount to 24 g CO2/km or 13% of the current fuel consumption for gasoline models and 40 g CO2/km or 25% of the current fuel consumption for diesel models. These findings suggest that about half of the technical efficiency improvements in gasoline models and all of the technical efficiency improvements in diesel models are offset through other vehicle attributes. By accounting for the observed efficiency trade-offs, climate policy could become more effective.
Background: As electric kick scooters, three-wheelers, and passenger cars enter the streets, efficiency trade-offs across vehicle types gain practical relevance for consumers and policy makers. Here, we compile a comprehensive dataset of 428 electric vehicles, including seven vehicle types and information on certified and real-world energy consumption. Regression analysis is applied to quantify trade-offs between energy consumption and other vehicle attributes.
Results: Certified and real-world energy consumption of electric vehicles increase by 60% and 40%, respectively, with each doubling of vehicle mass, but only by 5% with each doubling of rated motor power. These findings hold roughly also for passenger cars whose energy consumption tends to increase 0.6 ± 0.1 kWh/100 km with each 100 kg of vehicle mass. Battery capacity and vehicle mass are closely related. A 10 kWh increase in battery capacity increases the mass of electric cars by 15 kg, their drive range by 40–50 km, and their energy consumption by 0.7–1.0 kWh/100 km. Mass-produced state-of-the-art electric passenger cars are 2.1 ± 0.8 kWh/100 km more efficient than first-generation vehicles, produced at small scale.
Conclusion: Efficiency trade-offs in electric vehicles differ from those in conventional cars—the latter showing a strong dependency of fuel consumption on rated engine power. Mass-related efficiency trade-offs in electric vehicles are large and could be tapped by stimulating mode shift from passenger cars to light electric road vehicles. Electric passenger cars still offer potentials for further efficiency improvements. These could be exploited through a dedicated energy label with battery capacity as utility parameter.
A study of industry 4.0 technologies in the John Deere and Company and their impact on company operations is presented in this paper. Deere and Company’s implementation of Industry 4.0 to its factories and its factors was the focus of the research. The literature review with the systematic approach as well as a comprehensive review of current John Deere and Company’s developments is used in the current study. Also, it relied on freely available information on the company website. Public and investor relations have also been used as credible sources of information. An analysis found that adopting industry 4.0 technologies to agriculture manufacturing results in higher quality products, increased productivity, safety, and wider acceptance among stakeholders. This study assumes full implementation of these technologies in all agriculture manufacturing companies, and it also emphasizes up-to-date technologies. Studying this topic can be useful for engineers in mechanical and agricultural fields, managers in business, and marketers.
Organic semiconductor distributed feedback laser fabricated by direct laser interference ablation
(2007)
We use a pulsed, frequency tripled picosecond Nd:YAG laser for holographic ablation to pattern a surface relief grating into an organic semiconductor guest-host system. The resulting second order distributed feedback lasers exhibit laser action with laser thresholds being comparable to those obtained with resonators structured by standard lithographic techniques. The details of the interference ablation of tris-(8-hydroxyquinoline) aluminum (Alq(3)) doped with the laser dye 4- dicyanomethylene-2-methyl-6-(p-dimethylaminostyryl)-4H-pyran (DCM) are presented and discussed. Lasing action is demonstrated at a wavelength of 646.6 nm, exploiting second order Bragg reflection in a relief grating with a period of 399 nm.
The introduction of functionalized magnetizable particles for the purification of enzymes or for the multi-use of pre-immobilized biocatalysts offers a great potential for time and cost savings in biotechnological process design. The selective separation of the magnetizable particles is performed for example by a high-gradient magnetic separator. In this study FEM and CFD simulations of the magnetic field and the fluid flow field within a filter chamber of a magnetic separator were carried out, to find an optimal separator design. The motion of virtual magnetizable particles was calculated with a one-way coupled Lagrangian approach in order to test many geometric and parametric variations in reduced time. It was found that a flow homogenisator smoothed the fluid flow, so that the linear velocity became nearly equal over the cross section in the direction of flow. Furthermore the retention of magnetizable particles increases with a high total edge length within the filter matrix.
The introduction of functionalized magnetizable particles and high-gradient magnetic separation represents a time and money saving alternative to conventional purification and separation unit operations in the biotechnical sector. This technique has some advantages especially for the recycling of immobilized enzymes. A new magnetic filter with sight glasses was constructed and produced to study the performance of high-gradient magnetic separation at varied parameters. By optical analysis the buildup of a clogging was identified as the major parameter which affected the separation performance. For the cleaning procedure, a two-phase flow of water with highly dispersed air bubbles was tested which led to a nearly complete cleaning of the filter chamber.
Decoding the cellular network interaction of neurons and glial cells are important in the development of new therapies for diseases of the central nervous system (CNS). Electrophysiological in vivo studies in mice will help to understand the highly complex network. In this paper, the optimization of epidural liquid crystal polymer (LCP) electrodes for different platinum electroplating parameters are presented and compared. Constant current and pulsed current electroplating varied in strength and duration was used to decrease the electrode impedance and to increase the charge storage capacity (CSCc). In best cases, both methods generated similar results with an impedance reduction of about 99%. However, electroplating with pulsed currents was less parameter-dependent than the electroplating with constant current. The use of ultrasound was essential to generate platinum coatings without plating defects. Electrode model parameters extracted from the electrode impedance reflected the increase in surface porosity due to the electroplating processes.
Electrical stimulation is used for example to treat neuronal disorders and depression with deep brain stimulation or transcranial electrical stimulation. Depending on the application, different electrodes are used and thus different electrical characteristics exist, which have to be handled by the stimulator. Without a measuring device the user would have to rely on the stimulator being able to deliver the needed stimulation signal. Therefore, the objective of this paper is to present a method to increase the level of confidence with characterization and modelling of the electrical behavior by using the example of one channel of our stimulation device for experimental use. In several simulation studies with an electrode model with values in a typical range for cortical applications the influence of the load onto the stimulator and the possibility to pre-estimate measuring signals in complex networks are shown.
Understanding and modulating CNS function in physiological as well as pathophysiological contexts remains a significant ambition in research and clinical applications. The investigation of the multifaceted CNS cell types including their interactions and contributions to neural function requires a combination of the state-of-the-art in vivo electrophysiology and imaging techniques. We developed a novel type of liquid crystal polymer (LCP) surface micro-electrode manufactured in three customized designs with up to 16 channels for recording and stimulation of brain activity. All designs include spare central spaces for simultaneous 2P-imaging. Nanoporous platinum-plated contact sites ensure a low impedance and high current transfer. The epidural implantation of the LCP micro-electrodes could be combined with standard cranial window surgery. The epidurally positioned electrodes did not only display long-term biocompatibility, but we also observed an additional stabilization of the underlying CNS tissue. We demonstrate the electrode’s versatility in combination with in vivo 2P-imaging by monitoring anesthesia-awake cycles of transgenic mice with GCaMP3 expression in neurons or astrocytes. Cortical stimulation and simultaneous 2P Ca2+ imaging in neurons or astrocytes highlighted the astrocytes’ integrative character in neuronal activity processing. Furthermore, we confirmed that spontaneous astroglial Ca2+ signals are dampened under anesthesia, while evoked signals in neurons and astrocytes showed stronger dependency on stimulation intensity rather than on various levels of anesthesia. Finally, we show that the electrodes provide recordings of the electrocorticogram (ECoG) with a high signal-to noise ratio and spatial signal differences which help to decipher brain activity states during experimental procedures. Summarizing, the novel LCP surface micro-electrode is a versatile, convenient, and reliable tool to investigate brain function in vivo.
As productive biofilms are increasingly gaining interest in research, the quantitative monitoring of biofilm formation on- or offline for the process remains a challenge. Optical coherence tomography (OCT) is a fast and often used method for scanning biofilms, but it has difficulty scanning through more dense optical materials. X-ray microtomography (μCT) can measure biofilms in most geometries but is very time-consuming. By combining both methods for the first time, the weaknesses of both methods could be compensated. The phototrophic cyanobacterium Tolypothrix distorta was cultured in a moving bed photobioreactor inside a biocarrier with a semi-enclosed geometry. An automated workflow was developed to process µCT scans of the biocarriers. This allowed quantification of biomass volume and biofilm-coverage on the biocarrier, both globally and spatially resolved. At the beginning of the cultivation, a growth limitation was detected in the outer region of the carrier, presumably due to shear stress. In the later phase, light limitations could be found inside the biocarrier. µCT data and biofilm thicknesses measured by OCT displayed good correlation. The latter could therefore be used to rapidly measure the biofilm formation in a process. The methods presented here can help gain a deeper understanding of biofilms inside a process and detect any limitations.
Since operational managers often monitor large numbers of wind turbines (WTs), they depend on a toolset to provide them with highly condensed information to identify and prioritize low performing WTs or schedule preventive maintenance measures. Power curves are a frequently used tool to assess the performance of WTs. The power curve health value (HV) used in this work is supposed to detect power curve anomalies since small deviations in the power curve are not easy to identify. It evaluates deviations in the linear region of power curves by performing a principal component analysis. To calculate the HV, the standard deviation in direction of the second principal component of a reference data set is compared to the standard deviation of a combined data set consisting of the reference data and data of the evaluated period. This article examines the applicability of this HV for different purposes as well as its sensitivities and provides a modified HV approach to make it more robust and suitable for heterogeneous data sets. The modified HV was tested based on ENGIE's open data wind farm and data of on- and offshore WTs from the WInD-Pool. It proved to detect anomalies in the linear region of the power curve in a reliable and sensitive manner and was also eligible to detect long term power curve degradation. Also, about 7 % of all corrective maintenance measures were preceded by high HVs with a median alarm horizon of three days. Overall, the HV proved to be a promising tool for various applications.
Artificial light at night (ALAN) is a widespread alteration of the natural environment that can affect the functioning of ecosystems. ALAN can change the movement patterns of freshwater animals that move into the adjacent riparian and terrestrial ecosystems, but the implications for local riparian consumers that rely on these subsidies are still unexplored. We conducted a 2-year field experiment to quantify changes of freshwater-terrestrial linkages by installing streetlights in a previously light-naïve riparian area adjacent to an agricultural drainage ditch. We compared the abundance and community composition of emerging aquatic insects, flying insects, and ground-dwelling arthropods with an unlit control site. Comparisons were made within and between years using two-way generalized least squares (GLS) model and a BACI design (Before-After Control-Impact). Aquatic insect emergence, the proportion of flying insects that were aquatic in origin, and the total abundance of flying insects all increased in the ALAN-illuminated area. The abundance of several night-active ground-dwelling predators (Pachygnatha clercki, Trochosa sp., Opiliones) increased under ALAN and their activity was extended into the day. Conversely, the abundance of nocturnal ground beetles (Carabidae) decreased under ALAN. The changes in composition of riparian predator and scavenger communities suggest that the increase in aquatic-to-terrestrial subsidy flux may cascade through the riparian food web. The work is among the first studies to experimentally manipulate ALAN using a large-scale field experiment, and provides evidence that ALAN can affect processes that link adjacent ecosystems. Given the large number of streetlights that are installed along shorelines of freshwater bodies throughout the globe, the effects could be widespread and represent an underestimated source of impairment for both aquatic and riparian systems.
In this paper, the radio frequency (RF) behavior of mechanically stressed coaxial and for the first time also twisted-pair transmission lines is investigated over their service life. The main goal is to enable predictive maintenance for cables in moving applications and avoid preventive replacement. This also reduces the use of high-cost resources. For this purpose, stranded and solid-core variants of coaxial and twisted-pair type cables are mechanically loaded on the two-pulley apparatus according to EN 50396. Their RF transmission (S21) behavior is measured using a vector network analyzer and presented over bending cycles. For the first time, the phase response of mechanically loaded transmission lines is evaluated with respect to their service life. Two significant causes for the increasing attenuation and altered phase response are identified: breakage in foil screen and increasing surface roughness on the copper conductors. The identified causes are supported with literature evidence. Through measurements and theoretical calculations, it is proven that the phase is much more suitable for an assessment of the remaining service life than the amplitude. The findings can be used to implement a cable monitoring system in industrial environments which monitors the lines in-situ and reminds the user to replace them, whenever a certain wear-level is reached.
Gait analysis is a systematic study of human movement. Combining wearable foot pressure sensors and machine learning (ML) solutions for a high-fidelity body pose tracking from RGB video frames could reveal more insights into gait abnormalities. However, accurate detection of heel strike (HS) and toe-off (TO) events is crucial to compute interpretable gait parameters. In this work, we present an experimental platform to study the timing of gait events using a new wearable foot pressure sensor (ActiSense System, IEE S.A., Luxembourg), and Google’s open-source ML solution MediaPipe Pose. For this purpose, two StereoPi systems were built to capture stereoscopic videos and images in real time. MediaPipe Pose was applied to the synchronized StereoPi cameras, and two algorithms (ALs) were developed to detect HS and TO events for gait and analysis. Preliminary results from a healthy subject walking on a treadmill show a mean relative deviation across all time spans of less than 4% for the ActiSense device and less than 16% for AL2 (33% for AL1) employing MediaPipe Pose on StereoPi videos. Finally, this work offers a platform for the development of sensor- and video-based ALs to automatically identify the timing of gait events in healthy individuals and those with gait disorders.
For the assessment of human reaction time, a test environment was developed. This system consists of an embedded device with organic light-emitting diode (OLED) displays with push buttons for the combined presentation of visual stimulation and registration of the haptic human reaction. The test leader can define the test sequence with the aid of a graphical user interface (GUI) on a personal computer (PC). The validation of the system was proved by measuring the latency times of the whole system, which are conditioned by the specific hard- and software constellation. Through the investigation of the display’s light radiation by a photodiode and the recorded current consumption, latency times and their variance were specified. In the fastest mode the system can reach an error limit of 60 μs.
The number of additive manufacturing methods and materials is growing rapidly, leaving gaps in the knowledge of specific material properties. A relatively recent addition is the metal-filled filament to be printed similarly to the fused filament fabrication (FFF) technology used for plastic materials, but with additional debinding and sintering steps. While tensile, bending, and shear properties of metals manufactured this way have been studied thoroughly, their fatigue properties remain unexplored. Thus, the paper aims to determine the tensile, fatigue, and impact strengths of Markforged 17-4 PH and BASF Ultrafuse 316L stainless steel to answer whether the metal FFF can be used for structural parts safely with the current state of technology. They are compared to two 316L variants manufactured via selective laser melting (SLM) and literature results. For extrusion-based additive manufacturing methods, a significant decrease in tensile and fatigue strength is observed compared to specimens manufactured via SLM. Defects created during the extrusion and by the pathing scheme, causing a rough surface and internal voids to act as local stress risers, handle the strength decrease. The findings cast doubt on whether the metal FFF technique can be safely used for structural components; therefore, further developments are needed to reduce internal material defects.
Railroads, roads, rivers, and airways are the most common modes of transportation for people and commodities. The cost of different ways of transportation varies according to distance, luxury, size, fragility, and other factors. When the following factors are accounted for, the vehicle might become prohibitively expensive for many individuals. A new means of conveyance has been developed. Elon Musk initially proposed it as the fifth mode of transportation in 2012. For commuters and goods, Hyperloop offers a quick and cost-effective way of transportation. The Hyperloop is essentially a vacuum tube train that transports people or products at incredible speeds while efficiently. Compared to traditional forms of transportation, the Hyperloop is ideal since it is highly energy-efficient, quiet, and self-contained. Increased cargo delivery speeds will be the most evident benefit of this idea to the industry. Hyperloop also has the potential to make a significant contribution to green supply chains. It is a carbon-free form of transportation that has changed inland freight transportation and maritime and air freight transit. It can move freight below, above ground, and under-water. The aim of this paper is to explain this new innovative technology as a development for logistic concepts.
This study will describe how the robotics industry evolved increasingly and a new phase of advanced robotics has emerged, and the relation between humans and robots in the same workplace. Problems of designing safer robots in human-machine interaction systems are urgent research topics in the field of industrial robotics. Many of the problems in industrial robotics are related not just to technological issues, but also to human-robot collaboration also will be discussed as an effective method to tackle this issue is the invention of Collaborative robots.
Background: Electric vehicles have been identified as being a key technology in reducing future emissions and energy consumption in the mobility sector. The focus of this article is to review and assess the energy efficiency and the environmental impact of battery electric cars (BEV), which is the only technical alternative on the market available today to vehicles with internal combustion engine (ICEV). Electricity onboard a car can be provided either by a battery or a fuel cell (FCV). The technical structure of BEV is described, clarifying that it is relatively simple compared to ICEV. Following that, ICEV can be ‘e-converted’ by experienced personnel. Such an e-conversion project generated reality-close data reported here.
Results: Practicability of today's BEV is discussed, revealing that particularly small-size BEVs are useful. This article reports on an e-conversion of a used Smart. Measurements on this car, prior and after conversion, confirmed a fourfold energy efficiency advantage of BEV over ICEV, as supposed in literature. Preliminary energy efficiency data of FCV are reviewed being only slightly lower compared to BEV. However, well-to-wheel efficiency suffers from 47% to 63% energy loss during hydrogen production. With respect to energy efficiency, BEVs are found to represent the only alternative to ICEV. This, however, is only true if the electricity is provided by very efficient power plants or better by renewable energy production. Literature data on energy consumption and greenhouse gas (GHG) emission by ICEV compared to BEV suffer from a 25% underestimation of ICEV-standardized driving cycle numbers in relation to street conditions so far. Literature data available for BEV, on the other hand, were mostly modeled and based on relatively heavy BEV as well as driving conditions, which do not represent the most useful field of BEV operation. Literature data have been compared with measurements based on the converted Smart, revealing a distinct GHG emissions advantage due to the German electricity net conditions, which can be considerably extended by charging electricity from renewable sources. Life cycle carbon footprint of BEV is reviewed based on literature data with emphasis on lithium-ion batteries. Battery life cycle assessment (LCA) data available in literature, so far, vary significantly by a factor of up to 5.6 depending on LCA methodology approach, but also with respect to the battery chemistry. Carbon footprint over 100,000 km calculated for the converted 10-year-old Smart exhibits a possible reduction of over 80% in comparison to the Smart with internal combustion engine.
Conclusion: Findings of the article confirm that the electric car can serve as a suitable instrument towards a much more sustainable future in mobility. This is particularly true for small-size BEV, which is underrepresented in LCA literature data so far. While CO2-LCA of BEV seems to be relatively well known apart from the battery, life cycle impact of BEV in categories other than the global warming potential reveals a complex and still incomplete picture. Since technology of the electric car is of limited complexity with the exception of the battery, used cars can also be converted from combustion to electric. This way, it seems possible to reduce CO2-equivalent emissions by 80% (factor 5 efficiency improvement).
A comprehensive overview is provided evaluating direct real-world CO2 emissions of both diesel and petrol cars newly registered in Europe between 1995 and 2015. Before 2011, European diesel cars emitted less CO2 per kilometre than petrol cars, but since then there is no appreciable difference in per-km CO2 emissions between diesel and petrol cars. Real-world CO2 emissions of diesel cars have not declined appreciably since 2001, while the CO2 emissions of petrol cars have been stagnant since 2012. When adding black carbon related CO2-equivalents, such as from diesel cars without particulate filters, diesel cars were discovered to have had much higher climate relevant emissions until the year 2001 when compared to petrol cars. From 2001 to 2015 CO2-equivalent emissions from new diesel cars and petrol cars were hardly distinguishable. Lifetime use phase CO2-equivalent emissions of all European passenger vehicles were modelled for 1995–2015 based on three scenarios: the historic case, another scenario freezing percentages of diesel cars at the low levels from the early 1990s (thus avoiding the observed “boom” in new diesel registrations), and an advanced mitigation scenario based on high proportions of petrol hybrid cars and cars burning gaseous fuels. The difference in CO2-equivalent emissions between the historical case and the scenario avoiding the diesel car boom is only 0.4%. The advanced mitigation scenario would have been able to achieve a 3.4% reduction in total CO2-equivalent emissions over the same time frame. The European diesel car boom appears to have been ineffective at reducing climate-warming emissions from the European transport sector.