Academic Freedom, Private-Sector Focus, and the Process of Innovation

We develop a model that clarifies the respective advantages and disadvantages of academic and private-sector research. Our model assumes full protection of intellectual property rights at all stages of the development process, and hence does not rely on lack of appropriability or spillovers to generate a rationale for academic research. Instead, we focus on control-rights considerations, and argue that the fundamental tradeoff between academia and the private sector is one of creative control versus focus. By serving as a precommitment mechanism that allows scientists to freely pursue their own interests, academia can be indispensable for early-stage research. At the same time, the private sector%u2019s ability to direct scientists towards higher-payoff activities makes it more attractive for later-stage research.

Academic Freedom, Private-Sector Focus, and the Process of Innovation

We develop a model that clarifies the respective advantages and disad- vantages of academic and private-sector research. Our model assumes full protection of intellectual property rights at all stages of the development process, and hence does not rely on lack of appropriability or spillovers to generate a rationale for academic research. Instead, we focus on control- rights considerations, and argue that the fundamental tradeoff between academia and the private sector is one of creative control versus focus. By serving as a precommitment mechanism that allows scientists to freely pursue their own interests, academia can be indispensable for early-stage research. At the same time, the private sector's ability to direct scientists towards higher-payo¤ activities makes it more attractive for later-stage re- search.

Adjoint-Based Identification of Sound Sources for Sound Reinforcement and Source Localization

The identification of sound sources is a common problem in acoustics. Different parameters are sought, among these are signal and position of the sources. We present an adjoint-based approach for sound source identification, which employs computational aeroacoustic techniques. Two different applications are presented as a proof-of-concept: optimization of a sound reinforcement setup and the localization of (moving) sound sources

FIMCAR XIV: Potential of Simulation Tools

For the assessment of vehicle safety in frontal collisions compatibility (which consist of self and partner protection) between opponents is crucial. The use of simulation tools is the only way to a realistic and wide coverage (w.r.t. the real accident situations that may happen on the road) of car-to-car compatibility issues with acceptable costs. This report reviews the use of Virtual Testing (VT) in today’s European vehicle and product type approval, and the on-going work for future implementation of VT in vehicle type approval and rating. The modelling requirements and validation process are discussed both regarding barrier models and car models. Combined with the experience from the use of simulation tools in the FIMCAR project, a 4-step roadmap for implementation of VT tools in the compatibility development is proposed

Optimized Sound Field Generation in the Time Domain – Validation for Source Arrays in 2D

DFG, 393106680, Optimale Schallfelderzeugung für Beschallungsaufgaben im Zeit- und Frequenzbereic

FIMCAR IV: FIMCAR Models

The aim of the FIMCAR project is to develop and validate a frontal impact assessment approach that considers self and partner protection. In order to assess the influence of different test procedures and metrics on car-to-car compatibility a huge simulation programme was executed. However, car-to-car simulations with models of different car manufacturers are almost impossible to obtain because of confidentiality. In order to overcome these problems, parametric car models (PCM) were built, allowing fast modifications and more detailed generic car models (GCM) were developed for structural interaction analysis. Three different PCM representing a super mini, a large family car and an executive car were developed. By simplifying the models, computational efforts are reduced. Due to the parametric design it is possible to modify the models in an easy and fast way. The models are delivered in three crash codes (LS-DYNA, PAM-CRASH and RADIOSS) in order to be usable at all FIMCAR OEMs. The Generic Car Models (GCM) model virtual cars which represent an average real car of the respective category (super mini, small family car, executive car) in a comparable way to the OEM models. All together five different models were generated (2 super minis, 2 small family cars and one executive), again delivered in three different FE codes (LS-DYNA, PAM- CRASH and RADIOSS). The models can be used to evaluate the behaviour of the crash structure (e.g., crash pulse, deformation characteristics and intrusions). For supermini and small family categories, two models were generated in each class in order to describe the two main architectural/structural car variants that can usually be found on the road, i.e. with and without a lower load path in the frontal frame (structural elements below the main rails); the availability of both structural solutions in the GCMs is in fact important for the study of compatibility issues

Synthese komplexer Richtcharakteristiken für eine Schallfeldoptimierung im Zeitbereich

DFG, 393106680, Optimale Schallfelderzeugung für Beschallungsaufgaben im Zeit- und Frequenzbereic

FIMCAR VII: Full-Width Test Procedure: Review and Metric Development

For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for over 10 years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and frontal impact working group (WG15) and the FP5 VC-COMPAT project activities, two test approaches have been identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in current research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle’s frontal impact and compatibility crash safety. In addition an associated cost benefit analysis should be performed. The objectives of the work reported in this deliverable were to review existing full-width test procedures and their discussed compatibility metrics, to report recent activities and findings with respect to full-width assessment procedures and to assess test procedures and metrics. Starting with a review of previous work, candidate metrics and associated performance limits to assess a vehicle’s structural interaction potential, in particular its structural alignment, have been developed for both the Full Width Deformable Barrier (FWDB) and Full Width Rigid Barrier (FWRB) tests. Initial work was performed to develop a concept to assess a vehicle’s frontal force matching. However, based on the accident analyses performed within FIMCAR frontal force matching was not evaluated as a first priority and thus in line with FIMCAR strategy the focus was put on the development of metrics for the assessment of structural interaction which was evaluated as a first priority

FIMCAR VIII: Full-Width Test Procedure: Updated Protocol

For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for over 10 years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and the final report to the steering committee on frontal impact [Faerber 2007] and the FP5 VC-COMPAT[Edwards 2007] project activities, two test approaches were identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in current research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle’s frontal impact and compatibility crash safety. In addition an associated cost benefit analysis will be performed. In the FIMCAR Deliverable D 3.1 [Adolph 2013] the development and assessment of criteria and associated performance limits for the full width test procedure were reported. In this Deliverable D3.2 analyses of the test data (full width tests, car-to-car tests and component tests), further development and validation of the full width assessment protocol and development of the load cell and load cell wall specification are reported. The FIMCAR full-width assessment procedure consists of a 50 km/h test against the Full Width Deformable Barrier (FWDB). The Load Cell Wall behind the deformable element assesses whether or not important Energy Absorbing Structures are within the Common Interaction Zone as defined based on the US part 581 zone. The metric evaluates the row forces and requires that the forces directly above and below the centre line of the Common Interaction Zone exceed a minimum threshold. Analysis of the load spreading showed that metrics that rely on sum forces of rows and columns are within acceptable tolerances. Furthermore it was concluded that the Repeatability and Reproducibility of the FWDB test is acceptable. The FWDB test was shown to be capable to detect lower load paths that are beneficial in car-to-car impacts

Restoring Treatment Response in Colorectal Cancer Cells by Targeting MACC1-Dependent ABCB1 Expression in Combination Therapy

Treatment failure of solid cancers, represented by the development of drug resistance in the primary tumor or later outgrowth of drug resistant metastases, is the major cause of death for cancer patients. It represents an urgent clinical need for predictive biomarkers which indicate the success or failure of standard treatment regimens. Besides treatment prediction, interfering with cellular processes associated with drug resistance might improve treatment response by applying combination therapies. Metastasis-associated in colon cancer (MACC) 1 was identified in our group as a prognostic biomarker in human colorectal cancer, and has been established as key player, prognostic, and predictive biomarker for tumor progression and metastasis in a variety of solid cancers. Besides increased cell proliferation and motility, subsequently contributing to growth and metastatic spread of the primary tumor, MACC1 has also been shown to dysregulate apoptosis and is contributing to treatment resistance. Here we report the MACC1 dependent treatment resistance of colorectal cancer (CRC) cells to standard therapeutics like doxorubicin by upregulating ATP-binding cassette subfamily B member 1 (ABCB1) protein. Overexpression of MACC1 in CRC cells increased both its presence on the ABCB1 promoter and its transcriptional activity, resulting in elevated ABCB1 expression and thus treatment resistance to standard therapeutics. In contrast, depleting MACC1 increased intracellular drug concentrations, leading to better treatment response. We already identified the first MACC1 transcriptional inhibitors, such as lovastatin, by high-throughput screening of clinically approved small molecule drugs. These compounds inhibited cell motility in vitro but also restricted metastasis development in xenograft mouse models by reducing MACC1 expression. Here we report, that treating high MACC1 expressing CRC cells with a combination of statins and standard therapeutics increased the rate of cytotoxicity and resulted in higher treatment response