esa-sceva/satcom-chunk-collection huggingface dataset:
###### Abstract  
The constant growth of Internet of Things traffic is ensured by the ongoing evolution of the hierarchy of all hardware links of sensor networks. At the same time, the implementation of the Edge computing ideology regulates the complexity of the \"first-mile\" section (from the sensors array to the peripheral server). Here, the authors suggest paying attention to the growing share of massive traffic from target sensors in the total traffic of the sensors array. This circumstance makes it expedient to introduce an additional link to the peripheral server for summarizing massive traffic from target sensors. The authors present a sensor network end IoT device (SNEIoT), implemented grounded on a reliable and cheap Raspberry Pi computing platform, as such a link. The introduction of this SNEIoTD makes it possible to reduce the probability of information loss from the critical infrastructure of a smart city and increase the flexibility of controlling the massive traffic of the first mile. In this context, the urgent task is the reliable control of information transfer from the SNEIoTD environment to a hub, which the authors formalize based on Transmission Control Protocol (TCP). This article proposes a mathematical model of the interaction of the main mechanisms of the TCP in the form of a queuing system. As part of this model, a semi-Markov process of an information transfer with a unified speed is selected and its stationary distribution is analytically formalized. A computationally efficient information technology for determining the TCP Window Size is formulated, taking into account the interaction of TCP mechanisms in the process of massive traffic control. Using the example of TCP Westwood+ protocol modification, it is shown that the results of the application of information technology permit increases in the stability of data transfer under the circumstances of increasing Round-Trip Times.  
sensor network; end IoT device; TCP mechanisms; massive traffic control; TCP Window Size; semi-Markov process; information technology +
Footnote †: journal: _electronics_  
_Acticle_  
Reliably Controlling Massive Traffic between a Sensor Network End Internet of Things Device Environment and a Hub Using Transmission Control Protocol Mechanisms
# Evaluation of Biosynthetic Pathway and Engineered Biosynthesis of Alkaloids
## 4 Strictsidine
Among the remaining seven added genes, five were existing yeast genes that were included as an extra copy of the genes in the genome. Incorporation of multiple copies of genes is frequently performed in building a heterologous production system to increase the expression level of specific genes for improved productivity of the biosynthetic pathway of interest [49]. This strategy was also applied to the strictosidine biosynthetic gene _G8H_, where four copies of the codon-optimized _G8H_ gene were incorporated into the yeast genome to allow production of **11** without exogenous feeding of geraniol. Lastly, two more genes, _AgGPPS2_ and _mFPS144_, were taken from exogenous sources and incorporated into the yeast genome to increase the cellular pool of geranyl pyrophosphate (GPP). AgGPPS2 is a GPP synthase from grand fir (_Abies grandis_) that is known to produce only GPP and does not convert GPP further into farnesyl pyrophosphate (FPP) [50], and mFPS144 is an N114W mutant of  
Figure 9: Proposed biosynthetic pathway of strictosidine **11**, the universal intermediate in the monoterene indole alkaloid biosynthesis [38]. G8H, geraniol 8-hydroxylase; SLS, secologanin synthase; STR, strictosidine synthase. avian FPP synthase from the red junglefowl (_Gallus gallus_) that produces GPP nearly exclusively [51]. Those two genes were used to replace the yeast FPP synthase gene _ERG20_, which was one of the three yeast genes deleted from the genome for the biosynthesis of **11**. The other two genes were _ATF1_ and _OYE2_, both of which are involved in metabolizing geraniol into other products. After those extensive modifications, the engineered yeast successfully produced **11** at a yield of approximately 0.5 mg/L of culture medium comprised of only simple carbon and nitrogen sources [47]. This yeast strain provides an important first step toward building a microbial system for the production of expensive, complex molecules that only plants produce in small amounts.
# Trajectory Planning with Time-Variant Safety Margin for Autonomous Vehicle Lane Change +
## 3 Experimental Verification
### Simulation with Random Traffic
This is because TBRP takes the trajectory planning with a constant time interval without the consideration of previous planning results. And CBRP with the time-variant safety margins takes real time planning by monitoring the validity of current trajectory. The robustness of CBRP can reduce the rate of route re-planning and improve the driving comfort in the random traffic flow. Furthermore, the algorithm of CBRP also achieves significant advantage of the computing time. Between the two CBRP methods, CBRP-A has slightly higher numbers of RP and average acceleration than those of CBRP-B. It means that the lane changing behavior can be customized with respect to different habits of drivers.
## 4 Discussion  
_A._ In principle, in relation to the SJ system, the conical opening system allows the use of a lower force for restoration.  
Also, the conical opening system avoids the pressure stress on the integral part of the vertebra. Since the required force is a significant limitation in constructing a mechanism of such small dimensions, the conical opening system offers a greater variety of constructive solutions that will lead to an optimized solution over time.  
Even the SJ system can be adapted to have such kinematics that the opening of the arms is no longer plane-parallel but angular, in order to reduce the force required to push the bone fragments.  
_B._ One of the arguments that recommends such a configuration (with three arms) is that of system stability.  
Regarding the aspect of stability, it should be noted that inside the vertebra, there is bone tissue of a certain consistency. It is indeed of a much-rarefied consistency in relation to the wall of the vertebra and is even damaged through osteoporosis. But whether we are talking about SJ or other mechanisms, after the expansion of the arms, they will damage the spongy bone tissue themselves. In moving the arms, they flatten the tissue. Thiswill generate cavities in the form of channels (trenches) that deepen to a certain point according to the direction of the force action. The walls of these channels will also prevent the deviation from the desired direction of the arms moving toward the upper and lower plateaus of the vertebral body  
From the documentation with research data on the use of the SJ system, it does not appear that a mechanism with a two-way action would be unstable under these specific conditions of use. In other words, an alleged instability cannot be an argument for increasing the number of arms.  
In referring to the behavior of the SpineJack system inside the vertebra, the deformations that appear in radiological images are not due to the system's instability but to the uneven distribution of the force acting on the blades (arms), as previously presented.  
C. Comparing the two solutions with a conical opening (the one with three arms and the one with two arms), we observed that the version with two arms provides the possibility of obtaining constructive solutions of more robust mechanisms that can withstand greater forces.  
Another advantage of the two-arm system is that it develops equal and symmetrical stresses on each vertebral plate thanks to the constructive symmetry and the kinematics.  
At the same time, geometrically, the version with two arms has a larger opening (a stroke) of the arms, which allows a more significant displacement of the vertebral plates, as shown in Figure 13. At the same time, inside the vertebra, the positioning of the device with two arms is less restrictive so that even for slight deviations, both arms will continue to have the same load and the same behavior, which provides greater stability to the system, compared to the one with more arms.
## 4 Protocols Protecting Terminal Devices in Zero-Trust Networks
### Example of Use Case in Zero-Trust Networks
#### 4.2.2 Verification of Authenticity--Deciphering the Files  
If the vehicle encounters a problem, the engineers working remotely dictate that the vehicle should use file F\({}_{i}\); thus, they transmit Kr)\({}_{i}\) through the network (see Figure 7).  
Figure 6: Block diagram of the enrollment cycle. From file F\({}_{1}\), two keys are computed by the CRP processing element: Kr)\({}_{1}\) from the responses and Kc)\({}_{1}\) from the challenges. F\({}_{1}\) and Kr)\({}_{1}\) are restricted by the server while C\({}_{1}\) and Kc)\({}_{1}\) are distributed to the terminal device.  
Figure 7: Block diagram of the recovery cycle. The server transmits Kr)\({}_{1}\) to the device in the noisy network. The CRP processing element of the terminal device is retrieving F\({}_{1}\) and the public key PK\({}_{1}\) from keys Kr)\({}_{1}\) and Kc)\({}_{1}\). Verification of authenticity of F\({}_{1}\) is enabled.  
Assuming that the rates of collisions between 100-bit long responses are negligeable, the vehicle can quickly determine which file to retrieve by testing a few responses. The protocol presented in Section 4.1 is able to manage poor signals and heavy-injected electromagnetic noises in the subkey Kr)\({}_{\rm i}\) to retrieve F\({}_{\rm i}\) utilizing the following process:  
* \(\rm{Kc}_{\rm i}\): \(\rm{[S_{i},\omega_{\rm i},M^{*}_{\rm i}]}\) enables the generation of the full set of responses from the ciphertext \(\rm{C_{i}}\), and the CRP mechanism.
* \(\rm{Kr}\)\({}_{\rm i}\) discloses the subset of responses.
* Ephemeral key \(\rm{K_{i}}\) is retrieved by comparing both sets of responses.
* Public key \(\rm{Pk_{i}}\) is decrypted from \(\rm{M^{*}_{\rm i}}\) with key \(\rm{K_{i}}\).
* File \(\rm{F_{i}}\) is decrypted from \(\rm{C_{i}}\) with public key \(\rm{Pk_{i}}\).  
If required, the noise can be directly injected into Kr by the server with a random number generator. The autonomous vehicle can also be equipped with the system to emit obfuscating noise during communication with the server, which has the potential to mitigate some side channel attacks. Having noisy responses can increase the one-wayness of the CRP mechanism by obfuscating the cryptoanalysis after a verification cycle. Without such a feature, the crypto-analyst is empowered to keep track of the CRPs for future analysis.
# Sphero-Conical Modeling for the Estimation of Very Long Baseline Interferometry Invariant Point
## 3 Mathematical Model for IVP Estimation
### Rotation of Targets in Elevation  
The targets were generally located away from the vertical plane of rotation through the IVP. Because rotation through a vertical plane causes the vertical axis of the antenna to move from the zenith to the horizon, the targets will trace a quarter circle with its center on the rotation axis (Figure 4). The radii of the traced circles will be different for each target, depending on the orthogonal distance between the vertical plane it traces and the parallel vertical plane that contains the IVP.  
The center of each quarter circle is located on the same horizontal plane that passes through the IVP. However, the radius of the vertical quarter-circle is highly dependent on the height component of the IVP (\(\gamma\)), which makes the system unstable to estimate. Instead of estimating the radius and horizontal components of the quarter-circle, we estimated the slant height of a cone with the apex at the IVP (see Figure 5). Therefore, the mathematical  
Figure 4: Rotation in elevation (i.e., in a vertical plane). Each quarter circle is part of a cone, with the apex at the IVP.  
model for the vertical rotation (or rotation in elevation) of target \(l\) can be set up to represent the distance between the IVP and the observed targets directly, as follows:  
\[C_{l}(\alpha,\beta,\gamma,c_{l})=(x_{i}-\alpha)^{2}+(y_{i}-\beta)^{2}+(z_{i}- \gamma)^{2}-c_{l}^{2}=0, \tag{2}\]  
where \(c_{l}\) is the slant height of the cone formed by the vertical rotation about the apex at the IVP.  
Because the horizontal coordinates of the IVP, i.e., \((\alpha,\beta)\), are sufficiently controlled by observations made during horizontal rotation, it is expected that the vertical coordinate (\(\gamma\)) of the IVP and the slant height of the cone (\(c_{l}\)) are separable from each other and determined appropriately.  
The complete \"sphero-conical\" model can be found in Appendix A.
## 2 Feedback Field-Effect Transistors (FBFETs)  
### FBFET Device Structure  
FBFETs were first proposed in 2008 [63]. The design of the new FET is similar, with a P-I-N diode under forward bias. It exhibits positive feedback with double potential barriers. Surrounding the channel region close to the source and drain, gate-sidewall spacers fabricated to trap charges play the role of potential barriers on the FBFET (see Figure 1). Each barrier that blocks the flow of electrons and holes makes it possible to utilize P-I-N diodes as FBFETs. This can be understood and analyzed using energy band diagrams (see Figure 2). The whole steps for the mechanism above are described in detail in Section 2.2.  
The FBFET can overcome the limits of conventional MOSFETs. The FBFET can have steep switching values (i.e., subthreshold swing \(\sim\)2 mV/decade at room temperature) and a high on-/off current ratio (\(\sim\)10\({}^{7}\)) [63; 64]. Based on the voltage applied to the gate, the FBFET can, of course, operate  
Figure 1: (**a**,**b**) Illustrated device structure of a P-I-N feedback field-effect transistor (FBFET) with trap-charged spacers, (**c**) its cross-sectional view along the channel direction, and (**d**) the corresponding energy band diagram for the FBFET [63].  
Figure 2: (**a**) Energy band diagram and (**b**) current-voltage characteristics of P-I-N diode and FBFET. Note that the anode/cathode of the P-I-N diode is corresponding to the source/drain of the FBFET.  
as both an n-type and p-type transistor. However, the mechanism that depends on the trapped charge can cause issues. For example, as the device operates, the stimulus applied to the spacer creates instability. Furthermore, an additional process is needed to store the carrier on the spacer attached to the source and drain regions, which should be simplified.  
Based on the FBFET structure, many studies have been conducted to improve the electrical properties of the FBFET [23; 24; 25; 26; 27; 28; 29; 30; 31; 32; 33; 34; 35; 36; 37; 38; 39; 40; 41; 42]. The most common framework among them is to change the means of fabricating the two potential barriers implemented by the trapped charges of the gate-sidewall spacers. There are two approaches: (1) the first is to replace them with potential barriers created by the junctions of Si regions with different doping concentrations. Depending on the location of the gate, next to the source or drain, the type of operation is determined by the n- or p-type FET. Therefore, it can play the role of n- and p-type transistors simultaneously through the modification of device structure having double gates adjacent to the source and drain [63; 64; 65]. (2) The other approach is to form an additional gate next to the source (S) and drain (D) regions by using electrical energy as a potential barrier. This device structure can perform as an n- or p-type FET, depending on the voltage applied to the gate. However, it has the disadvantage that there is the energy consumption by the gate voltage for the barrier.
## 3 Method Proposal to Analyze AST n-Tools Combinations
### Metrics Calculation
#### 3.4.2 2-Tools and 3-Tools Metrics Calculation
\begin{table}
\begin{tabular}{c c c c c c c c c} \hline \hline  & **Rec** & **FPR** & **Prec** & **F-Mes** & **FPR** & **F\({}_{0.5}\)S** & **F\({}_{1.5}\)S** & **Mark** & **Inf** \\ \hline Arachni + CCE & 1 & 0 & 1 & 1 & 0 & 1 & 1 & 1 \\ CCE + CxIAST & 1 & 0 & 1 & 1 & 0 & 1 & 1 & 1 & 1 \\ ZAP + CCE & 1 & 0.05 & 0.95 & 0.98 & 0.05 & 0.96 & 0.98 & 0.95 & 0.95 \\ Fortify + CCE & 1 & 0.58 & 0.63 & 0.78 & 0.58 & 0.68 & 0.85 & 0.63 & 0.43 \\ FSB + CCE & 1 & 0.67 & 0.6 & 0.75 & 0.67 & 0.65 & 0.83 & 0.6 & 0.33 \\ FSB + CxIAST & 1 & 0.67 & 0.6 & 0.75 & 0.67 & 0.65 & 0.83 & 0.6 & 0.33 \\ FSB + Fortify & 1 & 0.78 & 0.56 & 0.72 & 0.78 & 0.62 & 0.81 & 0.56 & 0.23 \\ Forti + CxIAST & 0.99 & 0.58 & 0.63 & 0.77 & 0.58 & 0.68 & 0.84 & 0.6 & 0.41 \\ FSB + ZAP & 0.98 & 0.67 & 0.59 & 0.74 & 0.67 & 0.65 & 0.82 & 0.54 & 0.31 \\ FSB + Arachni & 0.98 & 0.67 & 0.59 & 0.74 & 0.67 & 0.65 & 0.82 & 0.54 & 0.31 \\ Fortify + Arachni & 0.94 & 0.58 & 0.62 & 0.75 & 0.58 & 0.66 & 0.81 & 0.49 & 0.36 \\ Fortify + ZAP & 0.93 & 0.58 & 0.62 & 0.74 & 0.58 & 0.66 & 0.8 & 0.47 & 0.35 \\ Ar + CxIAST & 0.92 & 0 & 1 & 0.96 & 0 & 0.98 & 0.94 & 0.92 & 0.92 \\ ZAP + CxIAST & 0.91 & 0.05 & 0.95 & 0.93 & 0.05 & 0.94 & 0.92 & 0.86 & 0.86 \\ ZAP + Arachni & 0.3 & 0.05 & 0.86 & 0.44 & 0.05 & 0.63 & 0.38 & 0.43 & 0.25 \\ \hline \hline \end{tabular}
\end{table} 
Table 6: Application of the metrics to 2-tools combinations. \begin{table}
\begin{tabular}{c c c c c c c c c} \hline \hline  & **Rec** & **FPR** & **Prec** & **F-Mes** & **F\({}_{0.5}\)S** & **F\({}_{1.5}\)S** & **Mark** & **Inf** \\ \hline Ar + CCE + CxIAST & 1 & 0 & 1 & 1 & 1 & 1 & 1 \\ ZAP + Arachni + CCE & 1 & 0.05 & 0.95 & 0.98 & 0.99 & 0.98 & 0.95 & 0.95 \\ ZAP + CCE + CxIAST & 1 & 0.05 & 0.95 & 0.98 & 0.99 & 0.98 & 0.95 & 0.95 \\ Fortify + ZAP + CCE & 1 & 0.58 & 0.63 & 0.77 & 0.9 & 0.85 & 0.63 & 0.42 \\ Fortify + Arachi + CCE & 1 & 0.58 & 0.63 & 0.78 & 0.9 & 0.85 & 0.63 & 0.43 \\ Fortify + CCE + CxIAST & 1 & 0.58 & 0.63 & 0.78 & 0.9 & 0.85 & 0.63 & 0.43 \\ FSB + ZAP + CCE & 1 & 0.67 & 0.6 & 0.75 & 0.88 & 0.83 & 0.6 & 0.33 \\ FSB + Arachi + CCE & 1 & 0.67 & 0.6 & 0.75 & 0.88 & 0.83 & 0.6 & 0.33 \\ FSB + Arachi + CxIAST & 1 & 0.67 & 0.6 & 0.75 & 0.88 & 0.83 & 0.6 & 0.33 \\ FSB + CCE + CxIAST & 1 & 0.67 & 0.6 & 0.75 & 0.88 & 0.83 & 0.6 & 0.33 \\ FSB + Fortify + ZAP & 1 & 0.78 & 0.56 & 0.72 & 0.87 & 0.81 & 0.56 & 0.23 \\ FSB + Fortify + CXIAST & 1 & 0.78 & 0.56 & 0.72 & 0.87 & 0.81 & 0.56 & 0.23 \\ FSB + Fortify + CXIAST & 1 & 0.78 & 0.56 & 0.72 & 0.87 & 0.81 & 0.56 & 0.23 \\ Fortify + ZAP + CKIAST & 0.99 & 0.58 & 0.63 & 0.77 & 0.89 & 0.84 & 0.6 & 0.41 \\ Fortify + Arachni+ CxIAST & 0.99 & 0.58 & 0.63 & 0.77 & 0.89 & 0.85 & 0.62 & 0.42 \\ FSB + ZAP + Arachi & 0.98 & 0.67 & 0.59 & 0.74 & 0.87 & 0.82 & 0.54 & 0.31 \\ Fortify + ZAP + Arachi & 0.94 & 0.58 & 0.62 & 0.74 & 0.85 & 0.81 & 0.49 & 0.36 \\ ZAP +Arachni + CxIAST & 0.92 & 0.05 & 0.95 & 0.93 & 0.92 & 0.93 & 0.87 & 0.87 \\ \hline \hline \end{tabular}
\end{table} 
Table 7: Application of the metrics to 3-tools combinations.
## 2 Design and Implementation
### System Implementation
Moreover, a 3-turn, 30-gauge, enamel-coated, magnetic wire encompasses the control board for 27 MHz RF link and a 3-turns, 22-gauge, enamel-coated, magnetic wire encompasses the supply board for the inductive data link and the battery charging at 13.56 MHz. The PIFA is located on the front side of the bridge to transmit the data carrier at 432 MHz towards the front of the mouth. It is made up of two copper sheets, 12.7 mm wide and 0.05 mm thick, one connected to the 432 MHz Tx output and the other to ground with 2 mm 30-gauge copper wires. A 1 mm thick piece of rubber was placed between the two copper sheets to maintain the spacing between them.
## 3 Results
### Evaluation of Occupant Risk  
To assess occupant risk for the reinforced concrete barrier, a passenger car was used as the collision vehicle to obtain THIV (Theoretical Head Impact Velocity) and PHD (Post-impact Head Deceleration) values. When evaluating the risk to occupants after a vehicle collision with a barrier, both THIV and PHD are considered because they complement each other. THIV indicates the intensity of the initial impact on the occupant's head during the collision, while PHD relates to the sustained force on the head afterward. By assessing both factors, one can evaluate the initial impact and subsequent deceleration process comprehensively, leading to a better understanding of the potential risks to occupants and informing barrier design. The collision event lasted approximately 0.2 s, after which the vehicle returned to its original lane. For the THIV calculation, the moment of collision was set as time zero, and data collected from 0 to 0.2 s were used. The maximum THIV value within this interval was used for evaluation. Figure 11 shows the THIV values over time for each case, with the maximum value between 0 and 0.2 s being designated as the THIV value. Case 1 recorded 33.0 km/h, Case 2 recorded 30.6 km/h, and Case 3 recorded 27.8 km/h. Case 1 had a THIV that was 8% higher than that of Case 2, and that of Case 3 was 9% lower. Similarly, PHD values were calculated over the same time interval, and Figure 12 illustrates the changes in PHD values over time. For evaluation purposes, the maximum values were used: Case 1 reached 19.7 g, Case 2 reached 17.4 g, and Case 3 reached 16.4 g, with g representing the gravitational acceleration of 9.8 m/s\({}^{2}\). The PHD of Case 1 was approximately 13% higher than that of Case 2, while that of Case 3 was 6% lower. It was observed that the THIV values showed little change near their maximum after approximately 0.1 s post-collision, whereas PHD values reached their maximum between the collision and 0.06 s, subsequently converging towards zero. Figures 11 and 12 show fluctuations in values because, during a collision, multiple parts of the vehicle impact over a very short period rather than at a single point. The vehicle model consists of hundreds of material models, which can result in varying levels of energy absorption depending on the collision. These processes are reflected in the changes in THIV and PHD values over time. Case 1 shows a greater range of value changes compared to Cases 2 and 3 due to its lower flexibility. Consequently, the maximum value is also the largest. Around 0.1 s in Figure 12, the higher values for Case 1 compared to the other cases may be attributed to more severe damage to its bumper in a previous collision, resulting in greater force exerted on the occupant as the vehicle impacts other components.  
Figure 10: Principal stresses of concrete: (**a**) Case 2; (**b**) Case 3.