esa-sceva/satcom-chunk-collection huggingface dataset:
# Effectiveness of Collagen Membrane in the Treatment of Schneiderian Membrane Perforation
###### Abstract  
Schneiderian membrane perforation (SMP) is the most common complication encountered during sinus lift procedures. SMPs should be managed to prevent loss of the valuable bone graft and bone substitute materials. A fast-resorbing collagen membrane (CM) is a soft, white, pliable, and nonfriable sponge used in dental surgery. The purpose of this study was to evaluate the clinical outcomes of SMP repair using CMs when an SMP had occurred during a sinus lifting procedure. The patients were divided into three groups according to the size of the SMPs during the sinus lift procedure. (A) Group 1: there was no perforation of the Schneiderian membrane but the membrane was weakened (or thinned) and repaired using CMs. (B) Group 2: the SMP was small to medium in size (\(<\) 10 mm) and repaired using CMs and fibrin adhesive (FA). (C) Group 3: the SMP was large in size (\(>\) 10 mm) and repaired using a collagen plug. The negative control group consisted of patients who did not have any SMP (Control) and these patients were randomly selected. Orthopantomographic X-rays taken before surgery, 2-3 days following surgery, and over 6 months after surgery (follow-up) were used to evaluate the acquired bone height according to groups. Bone heights were measured from the crestal bone at the planned implant placement sites. Clinical outcomes, including implant success and complications according to repair method, were also investigated. There was no significant difference in bone heights between the groups with the exception of group 3. The overall implant survival rate was 100% for implants placed in sinuses with frank SMPs or weakened sinus membranes. The CM is applicable for small-to-moderate perforations or sinus membranes which have been weakened or thinned during sinus lift procedures.  
Keywords:sinus lift procedure; Schneiderian membrane; perforation; collagen membrane +
Footnote †: journal: Applied Soft. 2019, 9, 1514; doi:10.3390/app9071514
# Erosion Resistant Hydrophobic Coatings for Passive Ice Protection of Aircraft
## 3 Results and Discussion
### Coating Formulation and Preparation  
To prepare coatings with high surface hydrophobicity and excellent erosion durability, the SMPs were formulated into the 2-part solvent-borne PU-R coatings at loading levels of ca. 1 wt.%, 3 wt.% and 5 wt.%, respectively, based on the total resin solid (Table 2). All the coating solutions (i.e., PU-R, SPU-1 to SPU-3) are clear, homogenous and free of bubbles. They have comparable solid contents of ca. 58 wt.% and complex viscosities of ca. 200-230 cp. Pot life was about 4 h, when the viscosity increased by 50%. The coatings can be easily applied using a low volume medium pressure (LVMP) spray gun or by solution casting. The tack-free times, when the coating surfaces became non-sticking to a touching spatula, were about 4 h. Although the FTIR spectra of the thin film samples indicated that curing was complete after 2 days (Figure 2A), as evidenced by the disappearance of characteristic NCO absorption peak at around 2240 cm\({}^{-1}\), all coating and thin film samples were allowed to cure at ambient conditions (e.g., 21 \(\pm\) 2 \({}^{\circ}\)C, 20-80% relative humidity) for 7 days before property testing. Tough and elastomeric SPU dry films with a Shore A hardness of about 70 were obtained after the curing. Both PU-R and SPU coatings showed good adhesion to FR-4. No coating removal could be made without damaging the fiberglass substrate.  
For property studies, coating and free-standing thin film samples were prepared by casting the coating solutions onto a fiberglass substrate (FR-4, 2 \(\times\) 2 \(\times\) 1/4 in) and into an aluminum mold (4.5 \(\times\) 4.5 in) pre-treated with X-9032/G401 Nix Stix(r) release agent, respectively, followed by drying and curing at ambient conditions.  
\begin{table}
\begin{tabular}{c c c c c c c c} \hline \multirow{2}{*}{**SMPs**} & \multicolumn{4}{c}{**Molar Equivalence**} & \multirow{2}{*}{**PFOA (wt.\%)**} & \multirow{2}{*}{**MCR-C18**} & \multirow{2}{*}{**Residual OH (mmol/g)**} \\ \cline{2-2} \cline{6-7}  & **Z4470** & & & & & & \\ \hline SMP-1 & 1 & 2.2 & - & 0.7 & 31.8\% & 0.0\% & 0.040 \\ SMP-2 & 1 & 2.1 & 0.1 & 0.7 & 25.7\% & 16.8\% & 0.034 \\ SMP-3 & 1 & 2.0 & 0.2 & 0.7 & 21.1\% & 29.0\% & 0.029 \\ \hline \end{tabular}
\end{table}
Table 1: Syntheses of SMPs.
## 3 Results and Discussion
### The Mechanism of Bayer Red Mud Admixture on the Compressive Strength of AASR
#### 3.2.2 Hydration Process  
Figure 6 shows the heat evolution curves, as well as the cumulative heat release of hydration curves of AASRs samples. From Figure 6a, the hydration process can be divided into five distinctive regions: a rapid dissolution state, an induction state, an acceleration state, a deceleration state, and a stabilization state [25; 26]. It has been shown that the first higher sharp exothermic peak that occurs after 0.2 h is usually the result of the rapid dissolution of the slag particles. After a very short induction period, the second exothermic peak appears, which is related to the formation of a coagulation structure from the hydration products C-A-S-H. It is worthy of note that with the increase of the RM content, the induction period is prolonged, and the peak of the acceleration period is decreased. Moreover, as the incorporation of RM is increased by up to 70%, the peak of  
Figure 5: Connected porosity (**a**) and Micro-porosity (**b**) of AASR with different additions of RM.  
the acceleration period almost disappears, indicating that the silica-aluminous fraction in the red mud is difficult to leach, and the inert minerals such as hematite are less involved during the hydration reaction, thus generating less hydration products. This can also be supported by the results of accumulated exothermic heat from Figure 6b, which indicate that with the increase of RM content up to 70% RM the accumulated heat release decreased by about 54%.
## 2 Method
### Design and Procedures
#### 2.2.2 COD Test  
The Y-shaped pre-planned agility [6] and Pro-agility tests [9] were conducted using the photocell system (SmartSpeed, Fusion Sport, Queensland, Australia) (Figure 1). The starting position for the Y-shaped pre-planned agility was the same as that for the 30 m test. Participants first clearly indicated the direction, then sprinted 5 m at the fastest speed, followed by sprinting 5 m in the left or right 45\({}^{\circ}\) direction. For the Pro-agility test, the photocell gates were placed equidistant from the centerline, 5 m away on both sides. The participant started in a half-squat, one-hand touch-ground stance, straddling the centerline and facing the photocell gates, and ran 5 m to reach the sideline while running in the same direction as the hand touching the ground. Upon touching the sideline, the participant turned 180\({}^{\circ}\) and sprinted 10 m, then turned 180\({}^{\circ}\) again and sprinted 5 m after touching the sideline with their hand. Before the test, the participants practiced 50% and 70% of the maximum intensity. They then performed two valid tests in the left and right directions, respectively, with a 3 min interval between tests. The researchers accurately recorded the time of each distance at 0.01 s and used the average of the two valid test scores for data analysis. Pro-agility requires the athlete's high deceleration, braking, COD, and acceleration abilities [9]. This study further analyzed the impact of the CODTT and CODD indicators based on Pro-agility from 0-10 m on evaluating an athlete's COD ability on both sides. Defining the kicking leg during a shot as the dominant (DOM) side and the supporting leg as the non-dominant (Not-DOM) side [2].
# Watermarking Protocols: A Short Guide for Beginners
## 2 Requirements
### Security Requirements
#### 2.2.1 Piracy Tracing Problem  
As reported in Section 1, the deterrent action characterizing watermarking protocols strictly depends on their capacity to correctly track down copyright infringers starting from copies of contents illegally owned or shared by web users. More precisely, when such a copy is found in the market, a watermarking protocol should make it possible to trace it back to the user who initially purchased the original content and then illegally shared the copy on the Internet. In this regard, the protocol should be based on a protection scheme that permits gathering undeniable proof against the infringer so as to prevent any form of repudiation [8; 9].
# Research on Lifespan Prediction Methods Using Ultrasonic Microimaging for Electronic Packaging
## 6 Conclusions  
This study developed and validated a non-destructive lifespan prediction method for electronic packaging based on ultrasonic microimaging technology. Through advanced image processing and failure modeling, the study addressed key challenges in solder joint reliability assessment. The conclusions of this study are as follows.  
1. A novel non-destructive approach was established to monitor solder joint degradation throughout the life cycle, overcoming the limitations of conventional destructive methods and enabling continuous data collection under accelerated thermal cycling conditions.
2. The propagation mechanisms of ultrasound in electronic packaging were analyzed, establishing a quantitative relationship between ultrasonic image intensity and internal defects. This innovation enables precise tracking of defect evolution and bridges imaging data with failure mechanisms.
3. Image processing techniques, including denoising, normalization, and intensity compensation, were enhanced to address system noise, overexposure, and defocusing. These improvements significantly increased data quality, ensuring reliable feature extraction for failure modeling.
4. A robust failure model based on cumulative failure probability was developed, effectively capturing position-dependent failure behaviors. This model accurately predicts solder joint lifespans and resolves challenges related to stress concentration and thermal gradient effects.
5. Validation through extensive experimental data and comparison with simulation results confirmed the accuracy and reliability of the proposed method, demonstrating its potential for practical application in reliability assessment and predictive maintenance.  
Conceptualization, H.M. and G.Z.; Methodology, H.M. and G.Z.; Software, H.W.; Validation, H.W.; Formal analysis, H.W.; Investigation, H.M. and G.Z.; Resources, H.M. and G.Z.; Data curation, H.W.; Writing--original draft, H.W.; Writing--review & editing, H.M., G.Z., Y.C. and M.D.; Visualization, H.W.; Supervision, H.M., G.Z. and Y.C.; Project administration, H.M., G.Z. and M.D.; Funding acquisition, H.M. and G.Z. All authors have read and agreed to the published version of the manuscript.  
This research was funded by National Key R&D Program of China (grant number 2022 YFP605300). National Natural Science Foundation of China (grant number 61674121), Newton Fund (grant number 332397914), and the EU H2020-Marie Sklodowska-Curie research and innovation staff exchange 2019 grant (No. 871163).  
**Informed Consent Statement:** Not applicable.  
**Data Availability Statement:** The original contributions presented in this study are included in the article. Further inquiries can be directed to the corresponding author.  
**Conflicts of Interest:** The authors declare no conflict of interest.
## 4 Methodology
### User Spacecraft Orbit Determination
#### 4.4.2 Non-Gravitational Forces  
Non-gravitational forces refer to external influences on a spacecraft's trajectory that are not directly related to the gravitational attraction between the spacecraft and its central body. These forces can arise from a variety of sources, including atmospheric drag, solar radiation pressure, magnetic fields, and rocket thrust. The analysis considers atmospheric drag and solar radiation pressure using the spherical area-model.  
Atmospheric drag is caused by the Earth's atmospheric resistance as a spacecraft travels through it. This force can slow the spacecraft down and alter its trajectory. To account for this force, the Jacchia-Roberts atmospheric density model [17] is used to estimate the atmosphere's density at a given altitude. In addition to the initial conditions of the user spacecraft, the scale factor for the drag coefficient is also estimated to address mismodeling in the drag model.  
Solar radiation pressure, on the other hand, is caused by the transfer of momentum from the photons in sunlight to the spacecraft. This force can accelerate or decelerate the spacecraft, depending on the angle between the spacecraft's surface and the incoming radiation. GTDS' mathematical model is used to estimate the magnitude of this force and its effect on the spacecraft's trajectory [10].
# Radio Frequency Fingerprinting for Frequency Hopping Emitter Identification
## 2 Problem Formulation
### Emitter Identification Based User Authentication in Frequency Hopping Spread Spectrum Networks  
We propose a non-replicable authentication system that operates on the physical layer of the FHSS network presented in Figure 3 and Algorithm 1. By adding the emitter identification framework within the authentication process, we can achieve an enhanced physical layer authentication system for the FHSS network by verifying (1) whether or not the appropriate hopping frequency is measured, (2) whether the emitter ID of the current FH signal is an authenticated user or attacker, and (3) whether or not the header information of the MAC frame is correct.  
In this study, our target was to evaluate the RFEI framework for the FH signals corresponding to Step 2 of Algorithm 1. We intended to develop an algorithm to estimate the emitter ID from the baseband FH signal such that  
\[s_{h}^{k}(t)=Ae^{j2\pi\phi_{h}^{k}(t)},\text{ for }t_{h}\leq t<t_{h+1} \tag{6}\]  
\[\widetilde{k}=\text{F}_{\text{RFEI}}\Big{(}s_{h}^{k}(t)\Big{)} \tag{7}\]  
where \(s_{h}^{k}(t)\) is the baseband hop signal down-converted from the hop signal \(x_{h}^{k}(t)\) and \(\widetilde{k}\) is the emitter ID estimated from the RFEI algorithm FRFEI.  
Figure 3: Block diagram of the RFEI-based non-replicable authentication system.  
As the receiver knows the hopping frequency, \(f_{h}^{k}\), the target hop signal, \(x_{h}^{k}(t)\) can be extracted from the observed FH signal, \(y_{h}(t)\). This approach is reasonable as the FH signal must be demodulated to an intermediate frequency (IF) or baseband and passed to the MAC layer to decode the digital data modulated by the message signal, \(m^{k}(t)\). The SFs are non-replicable differences dependent on the manufacturing process of the emitter. Therefore, the SFs are independent of the hopping frequency and should be in the baseband of the hop signal, \(s_{h}^{k}(t)\).  
```
Input: The observed RF signal \(y(t)\) For each hop duration, \(t_{h}\leq t<t_{h+1}\)do: Step1: Extract and down-convert the target hop signal \(x_{h}^{k}(t)\) to the baseband hop signal \(s_{h}^{k}(t)\) from the observed signal \(y_{h}(t)\) based on a predefined hopping pattern \(f_{h}^{k}\). If RFEI is activateddo: Step 2-1: Estimate the emitter ID based on the RFEI algorithm on (7) Step 2-2: Pass the hop signal \(x_{h}^{k}(t)\) when the emitter ID \(k\) is an authenticated emitter ID. Step 2-3: Reject the hop signal \(x_{h}^{k}(t)\) when the emitter ID \(k\) is an attacker's emitter ID. Step 3: Send all passed baseband hop signals \(s_{h}^{k}(t)\) to the next step, i.e., the MAC frame inspection. Output: The authenticated baseband signal \(x^{k}(t)\).
```  
**Algorithm 1**Non-replicable authentication system for the physical layer of the FHSS network.
# Fault Diagnosis for a Bearing Rolling Element Using Improved VMD and HT
## 6 Conclusions  
The fault diagnosis method based on the VMD method with the center frequency method of the double threshold is used for the bearing inner and outer rings of a motor, however, this method contains difficulties when applying it to the rolling element of motor bearings. In this paper, a center frequency method of the multi-threshold was proposed to realize the adaptive determination of the modal decomposition number of the VMD method. Then, the envelope signal of each IMF component was obtained by the Hilbert transform, and the maximum frequency value of the power spectral density was obtained, which was used to obtain the fault characteristic frequency of the rolling element of the motor bearing. The rolling element vibration data of the rolling bearing of the motor was used to test the effectiveness of the proposed method. The experiment results showed that the center frequency method of the multi-threshold can effectively determine the number of decomposition components for  
\begin{table}
\begin{tabular}{c c c c c c c c c c c c c} \hline \hline  & **M1** & **M2** & **M3** & **M4** & **M5** & **M6** & **M7** & **M8** & **M9** & **M10** & **M11** & **M12** \\ \hline EMD & 234.375 & 29.2969 & 117.1875 & 29.2969 & 29.2969 & 17.5781 & 11.7188 & 5.8594 & 5.8594 & 5.8594 & 5.8594 & 5.8594 \\ EEMD & 234.375 & 234.375 & 29.2969 & 146.4844 & 58.5938 & 29.2969 & 41.0156 & 5.8594 & 11.7188 & 5.8594 & 5.8594 & 5.8594 \\ MTCFVMD & 146.4844 & 29.2969 & 140.625 & 70.3125 & & & & & & & \\ \hline \hline \end{tabular}
\end{table}
Table 4: Comparative result of different methods for the rolling element fault (Hz).  
the VMD method. Furthermore, it showed a higher decomposition accuracy and efficiency. At the same time, the fault diagnosis method based on the MTCFVMD method and Hilbert transformation can effectively and accurately extract the fault characteristics of the rolling element of a rolling bearing. Additionally, the extraction effect of the MTCFVMD method was better than those of the EMD method and the EEMD method.  
The methodology, H.L. and H.Z.; validation, H.Z. and W.D.; data curation, D.L.; writing--original draft preparation, S.Z.; writing--review and editing, H.L., Y.Y., H.Z., and W.D.; funding acquisition, H.Z., and W.D.  
This work was supported by the National Natural Science Foundation of China (51605068, 61771087, 51879027, 51579024), the Innovative Talents Promotion Plan of Liaoning colleges and Universities (LR2017058) and Liaoning BaiQianWan Talents Program.  
The authors would like to thank all the reviewers for their constructive comments. The program for the initialization, study, training, and simulation of the proposed algorithm in this article was written with the tool-box of MATLAB 2014b produced by the Math-Works, Inc.  
The authors declare no conflict of interest.
# Design of Multi-Modal Ship Mobile Ad Hoc Network under the Guidance of an Autonomous Ship
## 4 Connectivity Properties of Ship MANET
### Analysis of Movement Situation between Nodes
#### 4.3.2 The Scenario of Leaving  
As shown in Figure 6, we also fixed Ship 1 at the origin of the coordinate axis, and according to the relative motion relationship, we made a relative motion line. In the case of the illustration, we can see that in terms of vector size, there is obviously \(\left|\overset{\rightarrow}{OA}\right|>\left|\overset{\rightarrow}{PB}\right|\), so as time changes, there are:  
\[d_{0}<d_{1}<d_{2} \tag{14}\]  
Figure 5: The scenario of approaching then leaving.  
Figure 6: The scenario of leaving.  
That is, Ship 1 and Ship 2 are gradually moving away. In sailing, the two ships did not form an overtaking or overtaken relationship, and the speed of the front ship was greater than the ship behind.
# Lithium Metal: The Key to Green Transportation
###### Abstract  
Lithium is a chemical element on the cutting edge due to its lithium-ion batteries used in both electronics and electric vehicles. The emerging use of lithium-ion batteries in electric vehicles comes as a promising solution to sustain green transportation. The implications of green transportation could be understood by exploring lithium production and its application concepts. This article expands on those concepts by discussing the lithium supply and how vital lithium is to green technology. Statistical analysis has been applied to determine: (1) The degree of balance and interdependence between lithium raw materials and electric vehicle production, (2) the influence of electric vehicle demand on lithium production, and (3) the contribution of electric vehicles to reducing carbon emissions from road transport. This study provides necessary information on the availability and demand for lithium, which could be the basis for drawing up policies for electric vehicle expansion and lithium supply efficiency.  
lithium source; lithium production; lithium-ion battery; electric vehicles; carbon emissions; green transport; climate change +
Footnote †: journal: Applied Sciences  
batteries [6; 7; 8] and super-capacitors [9; 10; 11; 12]. Since [PERSON] invented the first battery in 1801, the quest for high-performance batteries has continued, and some battery technologies, such as Ni-MH [13; 14], Ni-Cd [15], and Li-ion batteries [16; 17; 18; 19], are now in use. Among the most well-known batteries, lithium-ion batteries (LIB) have shown to have the highest energy capacity, ranging from 120 to 200 Wh/kg [20], and they are welcome for various application purposes [21], particularly in electronics and electric vehicles [16; 22; 23; 24; 25], which are considered the next generation to reduce CO\({}_{2}\) emissions.  
Numerous factors are pushing the use of LIB, such as climate change, non-steady prices of fossil fuels, and the increasing geopolitical conflicts linked to fossil fuels. The current emergency of reducing CO\({}_{2}\) emissions has made a rush to change from fossil energy-transportation dependence to green transportation, requiring large manufacturing of LIB. Lithium demand has significantly risen in recent years due to its industrial importance in manufacturing LIBs. Their applications were initially focused on electronic devices; however, in the last decade, their focus has shifted to electric vehicles [26]. Up to the present, global transport commonly relies on the fossil resource \"petroleum\", whereby more than half of global oil consumption goes to the transport sector [18]. The increasing price of fuel cannot be seen only as a problem for gasoline vehicles, it can also be seen as an advantage for the electric vehicle market. As the fuel price swings, people prefer to shift to electric vehicles.
###### Abstract  
Electroluminescence is a defect detection method commonly used in photovoltaic industry. However, the current research mainly focuses on qualitative analysis rather quantitative evaluation, since there exists some shortcomings, such as fuzzy edges, unclear texture, etc., in the obtained electroluminescence images. Electroluminescence polarization imagery is a new method for defect detection in photovoltaic modules, which can effectively make up for the aforementioned deficiencies. In this paper, the polarization characteristics and formation mechanism of silicon solar panels was investigated based on the principle of electroluminescence. Firstly, the polarization imaging mechanism of electroluminescence of photovoltaic modules was studied. Then, an electroluminescence polarization experimental platform was built, and the polarized electroluminescence images of photovoltaic panels were obtained and preprocessed with Gaussian filter. Finally, the influence of view angle, bias voltage and other factors on the polarization characteristics was discussed. The results show that the electroluminescence of photovoltaic modules has polarization characteristics, and the degree and angle of polarization are related to the view angle and bias voltage; the degree of polarization of photovoltaic panel electroluminescence increases with the angle of view, and first increases then rapidly decreases with bias voltage.  
electroluminescence; polarization characteristics; PV panel; defect detection Article