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Companies often have difficulties determining which criteria to base their investment decisions in different countries on. When considering direct foreign investment several risk indices are available. The PCI (Peren-Clement-Index) in its original form was developed in 1998. Its further refinement improves the PCI in three major ways: First, it offers a dynamic adjustment of criteria and consideration of recent changes in the international environment. Second, it provides business specificities of a company or its industrial sector to be considered in addition to macroeconomic aspects by a two-dimensional presentation, which ensures a customized assessment. Third, the PCI allows for consolidating investment decisions by combining a resource-orientated with a market-oriented view. The PCI allows, unlike other indices, a customized and company-specific strategic planning process. Ultimately companies must take up both perspectives in the context of an international investment decision. The use of risk indices in corporate planning for assessing global investments decision creates a fundamentally new of risk assessment.
Innovations in the mobility industry such as automated and connected cars could significantly reduce congestion and emissions by allowing the traffic to flow more freely and reducing the number of vehicles according to some researchers. However, the effectiveness of these sustainable product and service innovations is often limited by unexpected changes in consumption: some researchers thus hypothesize that the higher comfort and improved quality of time in driverless cars could lead to an increase in demand for driving with autonomous vehicles. So far, there is a lack of empirical evidence supporting either one or other of these hypotheses. To analyze the influence of autonomous driving on mobility behavior and to uncover user preferences, which serve as indicators for future travel mode choices, we conducted an online survey with a paired comparison of current and future travel modes with 302 participants in Germany. The results do not confirm the hypothesis that ownership will become an outdated model in the future. Instead they suggest that private cars, whether conventional or fully automated, will remain the preferred travel mode. At the same time, carsharing will benefit from full automation more than private cars. However, the findings indicate that the growth of carsharing will mainly be at the expense of public transport, showing that more emphasis should be placed in making public transport more attractive if sustainable mobility is to be developed.
Shared Autonomous Vehicles: Potentials for a Sustainable Mobility and Risks of Unintended Effects
(2018)
Automated and connected cars could significantly reduce congestion and emissions through a more efficient flow of traffic and a reduction in the number of vehicles. An increase in demand for driving with autonomous vehicles is also conceivable due to higher comfort and improved quality of time using driverless cars. So far, empirical evidence supporting this hypothesis is missing. To analyze the influence of autonomous driving on mobility behavior and to uncover user preferences, which serve as an indicator for future travel mode choices, we conducted an online survey with a paired comparison of current and future travel modes with 302 German participants. The results do not confirm the hypothesis that ownership will become an outdated model in the future. Instead they suggest that private cars, whether traditional or fully automated, will remain the preferred travel mode. At the same time, carsharing will benefit from full automation more than private cars. However, findings indicate that the growth of carsharing will mainly be at the expense of public transport, showing that more effort should be placed in making public transportation more attractive if sustainable mobility is to be developed.
Digitisation has brought a major upheaval to the mobility sector, and in the future, self-driving cars will probably be one of the transport modes. This study extends transport and user acceptance research by analysing in greater depth how the new modes of autonomous private cars, autonomous carsharing and autonomous taxis fit into the existing traffic mix from today's perspective. It focuses on accounting for relative added value. For this purpose, user preference theory was used as a base for an online survey (n=172) on the relative added value of the new autonomous traffic modes. Results show that users see advantages in the autonomous modes for driving comfort and time utilization whereas, in comparison to conventional cars, in many other areas – especially in terms of driving pleasure and control – they see no advantages or even relative disadvantages. Compared to public transport, the autonomous modes offer added values in almost all characteristics. This analysis at the partwor th level provides a more detailed explanation for user acceptance of automated driving.
Durch die Digitalisierung befindet sich die Mobilitätsbranche im starken Umbruch. So wird man bei der Verkehrsmittelwahl zukünftig wohl auch auf selbstfahrende Autos zurückgreifen können. Die Studie erweitert die Verkehrs- und Nutzerakzeptanzforschung, indem unter Berücksichtigung relativer Teilmehrwerte tiefergehend analysiert wird, wie sich die neuen Verkehrsmodi autonomer Privat-PKW, autonomes Carsharing und autonomes Taxi aus heutiger Sicht in den bestehenden Verkehrsmix einsortieren. Hierzu wurde auf Basis der Nutzerpräferenztheorie eine Onlineumfrage (n=172) zu den relativen Mehrwerten der neuen autonomen Verkehrsmodi durchgeführt. Es zeigt sich, dass Nutzer im Vergleich zum PKW bei den autonomen Modi Verbesserungen im Fahrkomfort und in der Zeitnutzung sehen, in vielen anderen Bereichen – insbesondere bei Fahrspaß und Kontrolle – hingegen keine Vorteile oder sogar relative Nachteile sehen. Gegenüber dem ÖPNV bieten die autonomen Modi in fast allen Eigenschaften Mehrwerte. Diese Betrachtung auf Teilnutzenebene liefert eine genauere Erklärung für Nutzerakzeptanz des automatisierten Fahrens.
People with type 2 Diabetes have an elevated risk for developing cardiovascular disease (CVD) for which dyslipidemia is the major contributor. Diabetic patients have characteristic pattern of dyslipidemia with decreased level of high density lipoprotein cholesterol (HDL-C) and elevated triglycerides (TG) level. However, in diabetes mellitus, low density lipoprotein cholesterol (LDL-C) which is used as one of the markers for the risk of CVD, is underestimated so in such cases the levels of non-High density lipoprotein cholesterol (non-HDL-C) can be a stronger predictor of CVD as it strongly correlates with atherogenic lipoproteins. Therefore, an attempt has been made to evaluate the level of non-HDL-C as a newer marker for the risk of cardiovascular disease and to fi nd out the pattern of dyslipidemia in diabetes mellitus. The present study comprised of 82 type 2 Diabetic cases and 81 non-diabetic controls. Among the diabetics, the majority of the subjects (61.0%) were HDL-C dyslipidemic. However, among the controls, the maximum numbers of individuals (40.7%) were TG dyslipidemic. Diabetics have signifi cantly elevated ratio of total cholesterol to high density lipoprotein cholesterol (TC/HDL-C) and the signifi cant increased levels of non-high density lipoprotein cholesterol (non-HDL-C) compared to controls which can be used as markers of dyslipidemia and can also be used to predict the risk of cardiovascular disease in type 2 Diabetes Mellitus.
Zur Milderung des Klimawandels sind Maßnahmen zur Förderung von Energieeinsparungen notwendig. Energiespartipps informieren über energiesparende Verhaltensweisen und Produkte. Zur Formulierung wirkungsvoller Energiespartipps untersucht die Arbeit, welchen Einfluss Ergänzungen von CO2-Angaben und Formulierungen der Konsequenzen auf die wahrgenommene Informationsqualität, Nützlichkeit und Verhaltensabsicht haben. Außerdem wird untersucht, ob es diesbezüglich Unterschiede zwischen verhaltens- und investitionsorientierten Tipps gibt. Dazu wurde ein Onlineexperiment (N = 352) im 4 x 4 x 2 Design mit den vierstufigen Zwischensubjektfaktoren Framing der Währung (alleinige CO2-Angabe, Jahresvergleichswert, äquivalente Fahrstrecke, äquivalente Laptopnutzung) und Framing der Konsequenz (erreichte Einsparung, vermiedener Ausstoß, entgangene Einsparung, verursachter Ausstoß) sowie der Art des Energiespartipps (verhaltens- vs. investitionsorientiert) als zweistufigen Innersubjektfaktor konzipiert. Varianzanalysen ergaben, dass der verhaltensorientierte Tipp positiver als der investitionsorientierte Tipp bewertet wurde und verhaltensnahe Ergänzungen die Nützlichkeit von CO2-Angaben sowie die Verhaltensintention erhöhen. Das Framing der Konsequenz hatte keinen Effekt. Die Ergebnisse zeigen die Relevanz, zwischen verhaltens- und investitionsorientierten Energiespartipps zu differenzieren und verhaltensnahe Ergänzungen von CO2-Angaben in Kilogramm zu berücksichtigen.
This paper presents the b-it-bots RoboCup@Work team and its current hardware and functional architecture for the KUKA youBot robot. We describe the underlying software framework and the developed capabilities required for operating in industrial environments including features such as reliable and precise navigation, flexible manipulation, robust object recognition and task planning. New developments include an approach to grasp vertical objects, placement of objects by considering the empty space on a workstation, and the process of porting our code to ROS2.