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Major financial institutions operate in different regions of the world facing different regulatory landscapes for Supply Chain risks. In this environment, the optimization issue arises how to best comply with the different regulations and reaching cost efficiency at the same time. In this research, the international regulatory landscape for Supply Chain risks of Financial Institutions is introduced and compared internationally. It is understood as an integral part of Supply Chain Risk Management of Financial Institutions, yet the latter is analysed as the research background. Additionally, expert interviews are conducted in order to link the regulation analysis to the current challenges that Financial Institutions face. Finally, recommendations are developed on how banks can be cost efficient, while remaining regulatory compliant, facing increased international regulation in the area of Supply Chain Risk Management. The outcome of the underlying research shows that banking regulation in the area of Supply Chain risks is an important lever in the banking sector to secure customers and financial markets. However, the regulatory landscape is heterogeneous and not consistent on an international scale. Regulation in Asia is highly diverse across different countries due to different states of economic development. The US applies a rather pragmatical approach towards supply chain risk regulation applying different standards of standard setting institutions. Lastly, the EU is very restrictive and strives to unify regulation across member states. Banks should follow a consistent management approach keeping in mind international locations and the strictest regulatory environment they are operating in, to improve cost efficiency yet being regulatory compliant. Also, collaboration with and amongst regulators and other banks internationally is recommended for improved cost efficiency.
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.
Hydrochar derived from Argan nut shell (ANS) was synthesized and applied to remove bisphenol A (BPA) and diuron. The results indicated that the hydrochar prepared at 200 °C (HTC@ANS-200) possessed a higher specific surface area (42 m2/g) than hydrochar (HTC@ANS-180) prepared at 180 °C (17 m2/g). The hydrochars exhibited spherical particles, which are rich in functional groups. The HTC@ANS-200 exhibited high adsorption efficiency, of about 92% of the BPA removal and 95% of diuron removal. The maximum Langmuir adsorption capacities of HTC@ANS-200 at room temperature were 1162.79 mg/for Bisphenol A and 833.33 mg/g for diuron (higher than most reported adsorbents). The adsorption process was spontaneous (− ΔG°) and exothermic (− ΔH°). Excellent reusability was reclaimed after five cycles, the removal efficiency showed a weak decrease of 4% for BPA and 1% for diuron. The analysis of Fourier transforms infrared spectrometry demonstrated that the aromatic C=C and OH played major roles in the adsorption mechanisms of BPA and diuron in this study. The high adsorption capacity was attributed to the beneficial porosity (The pore size of HTC@ANS-200 bigger than the size of BPA and diuron molecule) and surface functional groups. BPA and diuron adsorption occurred also via multiple adsorption mechanisms, including pore filling, π–π interactions, and hydrogen bonding interactions on HTC@ANS-200.