esa-sceva/satcom-chunk-collection huggingface dataset:
## 3 Results
### TEC Changes and Ionospheric Maps Using GPS Stations
Then, we can observe that the DVTEC of the six GPS stations reaches values from \(\sim\)10% to \(\sim\)60% (CHYT: 9%, 2 TECu; LSCH: 28%, 5 TECu; RCSD: 46%, 7 TECu; IMCH: 43%, 6 TECu; QLLN: 58%, 6 TECu; CSOM: 58%, 4 TECu) at around 18 UT (see Figure 6). On the day of the 2022 eclipse, the six selected GPS stations had maximum ionospheric values from 42% to 146% with respect to the reference days. Between P1 time and before we could observe the effects of the eclipse on the ionosphere, DVTEC had a maximum value in each of the six stations (CHYT: 24%, 11.7 TECu; LSCH: 34%, 5.9 TECu; RCSD: 34%, 6.6 TECu; IMCH: 34%, 5.2 TECu; QLLN: 21%, 2.9 TECu; and CSMO: 13%, 1.2 TECu) (see Figure 6). \begin{table}
\begin{tabular}{c c c c c c c c c c c c c c c c c c} \hline \hline \multicolumn{4}{c}{**GPS Station**} & \multicolumn{4}{c}{**PSE2018**} & \multicolumn{4}{c}{**PSE2022**} \\ \hline
**Code** & **Lat** & **Lon** & **MPO** & **C1** & **MOT** & **C4** & \(\tau\) & **DVTEC** & **MPO** & **C1** & **MOT** & **C4** & \(\tau\) & **DVTEC** \\  & \({}^{\circ}\)S & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] & [UTUT] & [UTUT] & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] & [UTUT] & [UTUT] & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] & [\({}^{\circ}\)W] \\ \hline CHYT & 18.37 & 70.34 & 0 & 0 & 0 & 0 & 0 & 12\({}^{\circ}\) & \(-\)28 & \(-\)6 & 8 & 21.38 & 22.07 & 22.70 & N.O., \({}^{\circ}\) & N.O., \({}^{\circ}\) & N.O. \({}^{\circ}\) \\ \hline LSCH & 29.91 & 71.25 & 3 & 22.00 & 22.45 & 22.87 & 7 & \(-\)29 & \(-\)4.5 & 30 & 20.70 & 21.77 & 22.73 & 29 & 9 & 1 \\ \hline RCD & 33.65 & 71.61 & 6 & 21.73 & 22.33 & 22.90 & 17 & \(-\)20 & \(-\)2.7 & 38 & 20.52 & 21.67 & 22.68 & 1 & \(-\)28 & \(-\)28 \\ \hline IMCH & 38.41 & 73.89 & 11 & 21.43 & 22.18 & 22.88 & 35 & \(-\)12 & \(-\)1.3 & 47 & 20.25 & 21.48 & 22.58 & 20 & \(-\)37 & \(-\)28 \\ \hline QLN & 43.11 & 73.66 & 17 & 21.15 & 22.02 & 22.82 & 43 & \(-\)4 & \(-\)0.4 & 53 & 20.07 & 21.33 & 22.47 & 17 & \(-\)50 & \(-\)36 \\ \hline CSOM & 52.78 & 69.22 & 32 & 20.67 & 21.68 & 22.63 & 8 & \(-\)2 & \(-\)0.1 & 62 & 19.78 & 21.05 & 22.18 & 45 & \(-\)56 & \(-\)37 \\ \hline \hline \multicolumn{11}{c}{\({}^{\star}\)In CHYT, \(\tau\) does not refer to MOT of CHYT, but it refers to MOT of LSCH station. \({}^{\star}\)N.O.: We do not observe ionospheric changes near the eclipse time window over the GPS station.} \\ \end{tabular}
\end{table} 
Table 1: Ionospheric TEC changes and eclipse conditions for each of the six chosen GPS stations. According to [35], we estimated the maximum percentage of obscuration (MPO), start of partial (C1), maximum obscuration time (MOT), and end of partial (C4) eclipses at 350 km altitude.
## 1 Introduction
If the velocity vectors governing the free stream and flow sutioned into the sampling probe vary significantly, extracting representative samples becomes difficult, and the auctioned sample may underestimate or overestimate the actual concentration [16]. Therefore, the inlet tip of a sampling probe must be designed so that the effects on aerosol behavior are minimized, as the sampling nozzle shape of an isokinetic sampler affects the flow pattern around the nozzle. In recent studies on an isokinetic sampler, its sampling performance was improved using a probe and shroud arranged on the co-axis. The particle number concentration is considerably affected by the free-stream velocity around the sampling probe inlet as well as the sampling conditions, and thus the shroud reduces the flow velocity before the flow reaches the inlet of the sampling nozzle, thus enabling isokinetic sampling irrespective of the velocity of a wide free-stream [17]. Furthermore, in a shrouded isokinetic probe, the wall loss is lower and the transmission ratio is higher because the turbulence intensity is less than in a nonshrouded isokinetic probe [18]. If another shroud is arranged around a single-shrouded probe, forming a double shroud, the axial flow velocity can be reduced by 50% while maintaining the allowable flow characteristics at the probe inlet, and the aspiration ratio is improved for particles with large diameters [19]. Numerous studies have been conducted on single- and double-shrouded probes, but the effects of the sampler nozzle shape on the aerosol behavior have not been sufficiently researched. Therefore, this study numerically evaluated the applicability of a nozzle with an ellipsoidal inlet, which allows the adjustment of the length parallel to the major axis and avoids the drawbacks of circular inlets, which require different nozzles with different inlet areas depending on the free-stream velocity. Figure 1: Isokinetic sampling condition classification: (**a**) super-isokinetic sampling, (**b**) isokinetic sampling, and (**c**) sub-isokinetic sampling.
## 4 Results
### Configuration of the Simulation Environment
#### 4.2.2 Configuration of Vehicular Mobility Scenarios  
Depending on the mobility context, different vehicular networks have varying requirements for communication. As shown in Figure 14, we selected areas with sizes of 1500 m \(\times\) 1500 m in New York City, USA; 3000 m \(\times\) 3000 m in Pelawatta, Sri Lanka; and 4000 m \(\times\) 2000 m in the Trans-Canada Highway (TCH) expressway, Canada, to depict urban, non-urban, and autobahn vehicular traffic, respectively.  
Mobility traces were produced for several scenarios using OpenStreetMap and the Simulation of Urban Mobility (SUMO) program version \(v1\_14\_1\). For the urban and non-urban situations, we included 200 vehicles (containing 60 passenger cars, 60 trucks, 60 buses, and 20 motorbikes), and, for the autobahn mobility scenario, 200 passenger cars. For each scenario, mobility traces were produced by gradually increasing all vehicle types' \"maxSpeed\" parameters by 10 km/h (2.78 ms\({}^{-1}\)). The SUMO service determines a vehicle's top speed as the minimum of the maxSpeed parameter of the vehicle type and the lane's posted speed restriction. By raising the maxSpeed parameter, we anticipate an increase in mean mobility. However, a number of factors, such as traffic signs, laws, other cars, and obstructions, affect a vehicle's speed. The velocity limit of vehicular communication standard mobility differs based on the environment, with the ranges in urban, non-urban, and autobahn contexts being, respectively, 0-60 km/h, 0-100 km/h, and 0-250 km/h between UE and RSUs [75]. An automobile is guided back to the source edge once it reaches the target edge in order to keep the number of automobiles per simulation run consistent and stop vehicles from leaving the map. We were unable to replicate the high traffic intensity scenario with 2500-3500 automobiles per square kilometer due to inadequate computational and storage resources [76]; however, by generating 200 vehicles in the specified region, we were able to simulate a scenario with a moderate traffic density. Furthermore, we modified the SUMO configuration file to configure the 200 automobiles' travels to begin at \(t=0\) and terminate at 600. The SUMO settings file and trip files were used to create the Tool Command Language (TCL) file for the mobility scenario, which was able to be loaded into the NS3 simulation to simulate real-world vehicle traffic. In the NS3 simulation, the number of vehicle nodes may be changed to automatically retrieve mobility traces for the first \(x\) nodes.
## 3 Results
### Energy Savings
The justification for that lies in the fact that the building models were exposed to the same outdoor and indoor conditions. However, Figure 7 shows that we can expect, on average, a demand reduction of 20% by lowering the heating set-point by 1 \({}^{\circ}\)C and a demand reduction of 25% by raising the cooling set-point by 1 \({}^{\circ}\)C. In addition, going to extreme set-point temperatures for heating or cooling, a huge reduction was obtained, and for some locations, that reduction could reach easily values above 90%. Figure 6: Average heating (**left**) and cooling (**right**) demand savings for an extension of 1 \({}^{\circ}\)C (**upper**) and 2 \({}^{\circ}\)C (**lower**) of the set-point temperature in multifamily buildings of 1979. The range of obtained values for the percentage of demand savings was comparable to the values mentioned by various authors in similar studies (Table 1). Yet, the results obtained for a set-point temperature extension of 1 \({}^{\circ}\)C exceeded largely the expectations of the International Energy Agency that pointed to a reduction of 7% and 10% in heating and cooling demand for the European building stock [4]. However, is not very clear how the International Energy Agency determined that savings potential by adjusting the thermostats of our homes.
## 5 Optimization Design and Control Methods for Non-Conventional Lanes
### Chapter Summary
\begin{table}
\begin{tabular}{c c c c c c c} \hline \hline
**Research Direction** & **Core Content** & **Key Techniques** & **Main Results** & **Existing Challenges** & **Development Trends** \\ \hline \multirow{6}{*}{Traffic Space Design Optimization} & \multirow{2}{*}{Space layout optimization} & Combinatorial optimization models & Exit-lane left-turn design improves capacity by 6.1\% & \multirow{2}{*}{Insufficient handling of randomness} & \multirow{2}{*}{Robust design methods} \\  & & optimization models & per approach & & \\ \cline{2-6}  & Parameter calibration & Simulation parameter & VISSM model error controlled within 20\% & High parameter sensitivity & Parametric design \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & Design element & & & & \\ \cline{2-6}  & integration & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & Safety considerations & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & Dynamic timing strategies & Dynamic programming & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \hline \multirow{6}{*}{Signal Control Optimization} & \multirow{2}{*}{Saturated state control} & Multi-layer boundary control & Multi-layer control outperforms single-layer control & Difficult multi-objective trade-offs & Multi-objective balancing \\ \cline{2-6}  & & & & Achieved & & \\ \cline{2-6}  & & & & Achieved & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & Achieved & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \hline \multirow{6}{*}{Space-Time Coordinated Optimization} & \multirow{2}{*}{Design-control integration} & Bi-level programming models & Dynamic control reduces delay by 6.7–14.9\% & High computational complexity & High-efficiency algorithms \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & Multi-dimensional coordination & Mixed integer programming & Network total travel time & Difficult large-scale solving & Real-time optimization \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & Dynamic resource allocation & Nested algorithms & Established space-time coordination framework & Limited real-time optimization & Robust solution approaches \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & & & & & \\ \cline{2-6}  & System optimization & Dynamic optimization & Established space-time coordination framework & Weak uncertainty handling & Dynamic coordination \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Summary of research on optimization design and control methods for non-conventional lanes. However, numerous challenges remain in practical applications, especially in large-scale network optimization, real-time response control, and system reliability assurance. Future research needs to focus more on engineering practice and system integration on the basis of theoretical innovation, promoting the industrialized application of non-conventional lane technology.
# Integrated Optical Phased Arrays for Beam Forming and Steering
## 8 Applications & Potential Alternatives
### Potential Alternatives  
There are some potential alternative structures to integrated OPAs, which can be used to achieve resemble applications of integrated OPAs for optical wireless communications and LiDAR as examples.  
An integrated structure based on optical switches and micro-resonator emitters produced 2D steering at a single wavelength, in which a metalens collimated beamwidths of micro-resonator emitters. It was robust to environmental variations [15]. Not all the phase shifters are turned on simultaneously. Optical-switch-based structures possess an important advantage of low power consumption, which is highly desirable for large-scale OPAs. Additional metalenses for beamwidth collimation increase system complexities.  
WGA-based OPAs with off-chip lenses for 2D beam steering are shown in Figure 16a [157] and Figure 16b [158]. Similar to the above-mentioned metalens, off-chip lenses improved FOVs and beamwidths. However, the resolution was the same for expended FOVs and beamwidths. Applications based on these structures are limited by the reconfigurability of large-size off-chip lenses.  
Based on metal-insulator-metal plasmonic structures, an integrated OPA with five switchable beams at a spacing of 15\({}^{\circ}\) was proposed at a wavelength of 1.55 \(\upmu\)m [159]. The OPA was composed of 6 plasmonic nanoantennas with feeding waveguides. A graphene-based power splitter conducted input power into a selected port. A plasmonic Rotman lens was designed to realize a desired phase shift between adjacent antennas. A high directivity of 12.1 dB and a gain of 2 dB were shown by numerical simulation [159]. The silver phase shifter is high-power consumption. The large beamwidth of this complex structure should be decreased for further applications.
# Monitoring of Ionospheric Anomalies Using GNSS Observations to Detect Earthquake Precursors
## 1 Introduction
All of these peculiarities hence provide a geometric interpretation of TEC variations from which it is possible to identify parameters to monitor, such as the following:  
* The 15-day mean (or median) of the VTEC [36];
* The relative time series of the local VTEC;
* The geometry of VTEC anomalies, namely, their extent and position with respect to the epicenter;
* The vertical profile of the electron density [45]. As the technology evolves, the real-time monitoring of the ionosphere has become increasingly reliable. A database of parameters produced to monitor both space weather and ionosphere anomalies has been shared with a huge community of people. In this paper, we propose a local model (i.e., using a limited number of CORSs located within a radius of thousands of kilometers from the epicenter instead of a global network) to estimate the following in real-time: (i) VTEC, (ii) its rate of change, and (iii) the relative Signal-to-Noise Ratio (SNR) based on dual-frequency GNSS Doppler observations. Receiver-to-satellite measurements are used to generate the geometry-free linear combination in which the VTEC, VTEC rate, and DCB rates are the parameters. Satellite DCB rates (\(D\dot{C}B^{s}\)) are computed using the data from IONEX files produced by global and local GNSS analysis centers, while receiver DCB rates (\(DCB_{r}\)) are, as a first approximation, considered as stochastic parameters. The novelty of this research consists of developing a procedure for the real-time estimation of both the VTEC and VTEC rate which can be used to compute useful parameters for monitoring ionospheric anomalies, even in real-time. The rate of change in the VTEC is usually computed starting from the VTEC values themselves; in the present work, we detail a method for estimating them together, starting from GNSS observations. Two cases were investigated and analyzed: a first test was performed on the 2015 Nepal Mw 7.8 earthquake, whereas the second one concerned the 2023 Turkey Mw 7.8 earthquake. In both cases, real-time estimations of the VTEC, VTEC rate, and VTEC rate SNR series and maps were produced for a period of weeks before the earthquake event. A comparison between each variable and its 15-day mean was carried out for anomaly detection. The same investigation was performed using GIMs.
## 1 Introduction
The presented results demonstrate that the proposed MC converter and its control algorithms can effectively manage different loads, providing a high-quality power supply not affected by abrupt load variations or faults on other ports. Additionally, the proposed MC was shown to behave as a fault-tolerant power hub that can be integrated into hybrid distribution system protection algorithms without the traditional limitations of power converters that may suffer damage from grid faults. The rest of the paper is structured as follows: Section 2 presents the proposed configuration, along with some preliminary considerations of its topology and control principles. Section 3 presents a detailed discussion on the proposed control design, while the proposed converter fault sensitivity is discussed in Section 4. Section 5 presents the results of a set of numerical simulations aimed at validating the proposed control design. Lastly, final conclusions are drawn in Section 6.
# Improved ADRC-Based Autonomous Vehicle Path-Tracking Control Study Considering Lateral Stability
## 5 Results and Discussion
### Robustness Verification of Resistance to Disturbance
#### 5.2.3 Step Disturbance  
During the autonomous vehicle path tracking, a step disturbance is applied starting at the second second and ending at the fifth second. As can be seen from Figures 27-30, the IADRC controller is better able to track the desired path, with the maximum value of the lateral deviation being about 0.16 m, while the value of the LQR is about 0.35 m. Similarly, the vehicle heading-angle tracking accuracy controlled by the IADRC controller exceeds that of the LQR controller, with the maximum value of the heading error is about 2.0 deg, while the value of the LQR controller is about 3.5 deg. Again, it can be seen that the LQR controller's heading error varies more drastically with disturbance than the IADRC controller. Therefore, it can be concluded that the IADRC controller is more robust against disturbance than the LQR controller under step disturbance.  
Figure 27: Path-following result.  
Figure 26: Heading error.  
Figure 25: Lateral deviation.  
In summary, the autonomous vehicle path-tracking controller designed based on the IADRC method proposed in this paper is effective and feasible in the presence of disturbance. Its path-tracking accuracy and heading-angle tracking accuracy are better than those of the LQR controller, so the antidisturbance robustness of the IADRC controller exceeds that of the LQR controller, which further verifies the effectiveness of the continuous nonlinear function proposed in this paper.
# Semantic Decomposition and Anomaly Detection of Tympan Membrane Endoscopic Images
## 2 Materials and Methods
### Semantic Decomposition of Tympanic Membrane Endoscopic Data  
In this study, the semantic decomposition of tympanic membrane endoscopic images was based on clinical features. Previous studies have analyzed intricate images based on clinical features using image processing. [PERSON] et al. used 389 tympanic membrane endoscopic images to detect perforation, fluid, mallei, etc.; vectorized the features of normal and foreign objects, AOM, DME, and CSOM; and used a decision tree to achieve an accuracy of 81.58% [17]. Existing research has linked the semantic decomposition of complicated images to the vectorization of clinical features; however, our study emphasizes clinical features via preprocessing and includes each in images, having directly learned from the model.  
Three images were decomposed: the transparency and depth of the tympanic membrane, the range of perforation and inflammation, and the original RGB data. First, after converting the images to grayscale, AHE was applied to enhance image contrast such that only information regarding the tympanic membrane's transparency and depth of the afflicted area could be included. Subsequently, we used Canny edge detection to verify that only impacted edges remained, such as perfection and inflammation. Because both prior datasets were converted into grayscale, we combined the original datasets to retain color information, such as inflammation and pus. Anomaly detection was performed by extracting the abnormality scores for each of the three datasets.
## 2 Materials and Methods
### Thermodynamic Model  
To compare the performance of ORC\({}_{\text{CTE}}\) system and ORC\({}_{\text{DTE}}\) system conveniently, a basic ORC system is studied in this paper. Figure 1 shows the diagram of a basic ORC system, which consists of four main components: Evaporator, turbine, condenser, and pump. The corresponding temperature-entropy (\(T\)-s) diagram of the basic ORC system, which is usually used to illustrate the thermal process, is shown in Figure 2.  
The thermal process of the basic ORC system (Figure 2) is described as follows.  
Process 5-0: The heat transferred from the waste flue gas to the organic working fluid in the evaporator is expressed by:  
\[Q_{\text{eva}}=m_{\text{f}}(h_{0}-h_{5}). \tag{1}\]  
Process 0-2: The power generation of the turbine is given by:  
\[W_{\text{tur}}=m_{f}(h_{0}-h_{2\text{s}})\eta_{\text{tur}}=m_{\text{f}}(h_{0}-h _{2}). \tag{2}\]  
Process 2-4: The heat rejected by the working fluid in the condenser can be calculated by:  
\[Q_{\text{con}}=m_{\text{f}}(h_{2}-h_{4}). \tag{3}\]  
Process 4-5: The power consumption of the pump is given by:  
\[W_{\text{pump}}=m_{\text{f}}(h_{5\text{s}}-h_{4})/\eta_{\text{pump}}=m_{ \text{f}}(h_{5}-h_{4}). \tag{4}\]  
The net power output produced by the ORC system is defined by:  
\[W_{\text{net}}=W_{\text{tur}}-W_{\text{pump}}. \tag{5}\]  
The thermal efficiency of the ORC system is determined by:  
\[\eta_{\text{the}}=W_{\text{net}}/Q_{\text{eva}}. \tag{6}\]  
Figure 1: Schematic diagram of a basic organic Rankine cycle (ORC) system.  
Figure 2: Typical \(T\)-s diagram of a basic ORC system.
# Policy-Based Smart Contracts Management for IoT Privacy Preservation
## 4 Implementation and Validation  
This section discusses the implementation of the private blockchain-based solution, and evaluates the performance of the proposed model using the Hyperledger Fabric platform.  
Hyperledger is an enterprise-grade, open-source distributed ledger framework. The platform has a modular design that provides high levels of security, robustness, flexibility, and scalability [49]. It is built to accommodate the economic ecosystem's intricacy and subtleties by supporting pluggable implementations of diverse components. The platform is private and requires permission to access business transactions such as medical records and can be sped up since the number of nodes on the network is reduced [50]. Peer nodes,applications, ordering services, membership, and Chaincode are all key components of Hyperledger Fabric. Each component has a specific purpose and plays a distinct role [51].  
The entire collection of involved parties and devices should be implemented on a platform that provides data security and integrity because it contains sensitive data. The Hyperledger Fabric platform, a permissioned blockchain with a fast debit and a short consensus latency, has demonstrated its ability to improve privacy for IoT applications.  
The following four features are parts of Hyperledger Fabric's privacy protection measures:  
1. In order to safeguard privacy from the underlying algorithm, asymmetric cryptography and zero-knowledge proof enable the separation of transaction data from private-chain records.
2. On the blockchain, the digital certificate management service ensures the organization's validity.
3. The multichannel design divides the information among the different channels.
4. The gathering of private data also meets the requirement for privacy data separation between several entities within the same channel.  
Further details about privacy preservation using a blockchain-based approach are depicted and detailed in the following sections.