esa-sceva/satcom-chunk-collection huggingface dataset:
# Model-Based Control and Model-Free Control Techniques for Autonomous Vehicles: A Technical Survey
## 2 Control of Autonomous Vehicle
### Lateral Control of Autonomous Vehicles
#### 2.1.2 Lateral Model-Free Control techniques
The DuSP method is used for analysis, examining the MFAC controller and its parameter estimator. The DuSP-MFAC scheme was successfully implemented in the autonomous car \"Ruilong\" to address lateral tracking control. By utilizing the proposed preview-deviation-yaw angle, trajectory tracking was transformed into stabilization. Real road tests in Fengtai, Beijing, China, and participation in the Chinese Smart Car Future Challenge Competition demonstrated the satisfactory performance of the MFAC-based lateral tracking control method. A neural-network-based robust lateral control strategy was proposed for an autonomous vehicle (AV) in [51]. A radial basis function neural network (RBFNN) was used to decrease the effect of unknown external disturbances for inaccurate model information and tackle the problem of chattering, which is faced by the conventional sliding mode controller (SMC), by estimating the equivalent control. Further, a switching control based on higher-order sliding mode (HOSM) was developed to compensate the external disturbances effect. The simulation results demonstrate the effectiveness of the proposed control in terms of lateral stability and lane keeping in the high-fidelity environment of Carsim-Matlab Simulink in diverse road and environmental conditions. In [52], a speed-adaptive model-free lateral control strategy was developed with a wide range of operation in order to increase the situations where the autonomous vehicles steer without intervention. A minimum level of comfort and safety were considered. A systematic procedure was used to test the performance of controllers on trajectories with different dynamic constraints and shapes. The simulation and real-world tests explained that the speed-adaptive model-free Control (MFC) has a superior performance compared to other controllers with the same structure, such as a MFC and a PID. The simulation and real vehicle results demonstrated that the proposed control strategy has a high degree of accuracy, comfort, and safety. The necessity of accurate vehicle models in traditional automated vehicle path-tracking algorithms, which are challenging to obtain due to complex interactions and unknown disturbances, was emphasized by the aim of this work [53]. Furthermore, the popularity of path tracking using data-driven controllers such as model-free control (MFC) was highlighted. The objective of addressing the trial-and-error nature of control gain tuning in MFC and the potential issues associated with existing adaptive gain-tuning methods, such as chattering or unbounded control gains, was pursued. To improve the performance of MFC, the integration of MFC with extremum-seeking control (ESC) was proposed, aiming to enable real-time updates of the control gain. The effectiveness of this adaptive model-free controller was demonstrated through simulations and field tests conducted in Simulink-CarSim.
# Evaluating the Capacity Coordination in the Urban Multimodal Transport Network
## 3 Evaluation Functions
### LOS of Multimodal Transport Network  
The quality of service describes how well a transportation facility operates. LOS is a quantitative stratification of a performance measure or measures that represents quality of service, which can be assessed in several ways. The resulting volume-to-capacity (v/c) ratio is defined as the indicator, and the supply-demand balance level of the overall multimodal transport network is comprehensively evaluated according to the weighted average v/c ratio of all links on multimodal transport network, ranging from A to D, where A represents the best and D represents the worst level. The LOS of multimodal transport network can be expressed as shown in Equation (20).  
\[LOS_{j}=\frac{\sum\left(V_{i}/C_{i}\times L_{i}\right)}{\sum L_{i}}, \tag{20}\]  
where \(LOS_{j}\) is the level of service of multimodal transport, \(V_{i}\) is the passenger flow on link \(i\), \(L_{i}\) is the length of link \(i\), and \(C_{i}\) is the capacity of link \(i\).  
As for the multimodal transport network in this paper, intersections and bus or metro stations were regarded as the physical nodes, and the links on the automobile roadway network were the road sections between intersections, while the links on the urban rail transit network and bus roadway network were the transit lines between stations.  
Transit capacity is different from highway capacity; it deals with the movement of both people and vehicles, it depends on the size of transit vehicles and how often they operate, and it reflects the interaction of passenger traffic and vehicle flow. Thus, \(V_{i}\) represents the actual passenger flow, and \(C_{i}\) represents the carrying capacity of transit vehicles or the roadway passenger carrying capacity converted from vehicle flow.
## 6 Integrated Geospatial and Building Information Modeling (_GeoBIM_)
GeoBIM integrates BIM and GIS strengths, offering comprehensive spatial and 3D design, along with combined site and 4D analysis. However, merging BIM and GIS elements in GeoBIM is complex and requires careful data interoperability management. \begin{table}
\begin{tabular}{c c c c c} \hline
**Tasks** & **BIM Systems** & **GIS Systems** & **GeoBIM Systems** & **References** \\ \hline Design & Parametric Design, 3D Modeling & Spatial Design, Cartographic Design & Integrated Spatial and 3D Design & [168; 233; 234; 235] \\ \hline Analysis & Structural Analysis, Energy Analysis, Quantity Take Off & Spatial Analysis, Temporal Analysis & Integrated Structural and Spatial Analysis & [196; 236] \\ \hline Coordination & Clash Detection, 4D Scheduling & Spatial Coordination, Network Coordination & Integrated Clash Detection and Spatial Coordination & [32; 179; 224; 237] \\ \hline Asset Management & Lifecycle Management, Condition Assessment, Maintenance Scheduling & Spatial Asset Management, Network Analysis & Integrated Lifecycle and Spatial & [14; 108; 238; 239; 240; 241; 242] \\ \hline Planning and Decision Making & 4D and 5D BIM (Time and Cost), Scenario Analysis & Spatial Planning, Network Planning & Integrated Spatial and Scenario Planning & [56; 131; 132; 131] \\ \hline Data Management & Data Layering, Parametric Data Management & Spatial Database Management, Metadata Management & Integrated Spatial and & [201; 243; 244] \\ \hline Spatial Analysis & Local Space Planning, Site Analysis & Buffer Analysis, Overlay Analysis, Analysis, Network Analysis & Integrated Space Planning and Spatial Analysis & [46; 245] \\ \hline Collaboration & Shared Model Approach, Cloud Collaboration & Shared Map Approach, Cloud Collaboration & Integrated Shared Model and Map Approach & [188; 197; 246; 247] \\ \hline Construction & 4D BIM (Time), Quantity Take Off, Digital Twin & Site Analysis, Network Analysis & Integrated Site and 4D Analysis & [27; 55; 87; 184; 186; 248] \\ \hline \end{tabular}
\end{table} 
Table 6: A Comparative analysis of the capabilities, advantages, and disadvantages of BIM, GIS, and GeoBIM implementation in various tasks. Recent studies have focused on the technical aspects of transferring data from BIM platforms to GIS platforms, which requires a modified IFC shared model. Although novel algorithms, scripts, and many other methods have been developed, most efforts have resulted in losing at least a portion of the data when exchanging models back and forth between the two platforms. Thus, future research studies could focus on the possibility of developing an integrated model for roadway infrastructure for the entire lifecycle of the asset, while maintaining an equal level of control for both models.
## 2 Materials and Methods
### In-Situ Characterization of LiCl-PDMS Foam  
In situ X-ray diffraction (XRD, D8 Advance Bruker diffractometer Bragg-Brentano theta-2 theta configuration, Cu K\(\alpha\), 40 V, 40 mA) was carried out on the LiCl-PDMS foam while dehydrating. The diffractometer was equipped with a heating chamber (HTK 1200N, [PERSON]) that enabled the material dehydration reaction from r.T. up to 80 \({}^{\circ}\)C under a nitrogen flow. A heating/cooling rate of 10\({}^{\circ}\)C/min was used. Each scan was acquired in the 20 range of 10-80\({}^{\circ}\), with a step size of 0.010\({}^{\circ}\) in 0.1 s, immediately after reaching the target temperature and after 30 min of holding time to allow for material equilibration. After the heating step (dehydration), the material was cooled to r.T. under nitrogen flow and XRD patterns were collected immediately after reaching the set temperature as well as after 30 min of holding time. Additionally, after cooling, the material was left for 1 h under atmospheric conditions to rehydrate and XRD was collected. Lattice parameters and the phase fraction of hydrate and anhydrous LiCl salt were evaluated by Rietveld refinement using the GSAS-II Crystallography Data Analysis Software [26].  
Morphological observation of LiCl-PDMS foam while hydrating was carried out by an environmental scanning electron microscope (ESEM, FEI Quanta 450) operating with an accelerating voltage of 8 kV. Initially, the material was dehydrated in oven at 80 \({}^{\circ}\)C for 12 h and then placed in the ESM chamber for acquiring the micrographs under controlled water vapor atmosphere. The relative humidity (RH) was varied between 0 and 90% by tuning the temperature and water vapor pressure in the ranges of 5-40 \({}^{\circ}\)C and 10-800 Pa. Specifically, the micrographs were acquired after an equilibration time of 30 min under isothermal conditions (40 \({}^{\circ}\)C), varying the water vapor pressure from 10 Pa to 800 Pa (0.1-10.9% of relative humidity), and then under isobaric conditions (800 Pa), varying the chamber temperature from 40 \({}^{\circ}\)C to 5 \({}^{\circ}\)C (10.9-91.3% of relative humidity). The analysis was concluded, restoring the initial conditions. For clarity, a scheme of the ESEM analysis cycle conditions is shown in Figure 1.  
Figure 1: Schematic representation of environmental scanning electron microscopy (ESEM) analysis cycle conditions.
# Solar-Supplied Satellite Internet Access Point for the Internet of Things in Remote Areas
## 2 System Design
### Design Considerations for the Satellite Module  
The main design choice for satellite phones will be the GEO satellite system, because the system uses satellites fixed in a position in the sky; therefore, there is no need to reconfigure the antenna pointing direction.  
Satellite phones were selected instead of a satellite broadband terminal (VSAT) in this paper. Although most VSATs are designed to be stationary and maximize performance, satellite phones are designed to have balanced performance and size when working outdoors. A smaller size and lighter weight can simplify transportation, and the terminal could be more concealed. Although the cost of VSAT's high usage plan will be lower than that of satellite phones, the capital cost of VSAT will be higher, ranging from USD $3000 to more than USD $10,000 [14]. Another problem with VSAT is that, unlike satellite phones with global coverage, VSAT equipment can only be used in limited locations.
## 3 Results and Discussion
### IDEAL Test
#### 3.1.2 Effect of Gradation Type on the IDEAL Test Result  
As shown in Figure 9, the \(G_{\text{initial}}\) value of sample1 is bigger than that of sample 3 and also the increasing extent of sample 1 after adding basalt fiber are also bigger than that of sample 3 (marked as sample 3 and sample 4) which means that the initial-cracking resistance of SMA-13 mixture is better than that of SUP-13 mixture. As shown in Figure 10, the \(CT_{\text{index}}\) of sample 1 is bigger than that of sample 3 which means that SMA-13 mixture has slower crack propagation rate than the SUP-13 mixture. The reason for this phenomenon is because the SMA asphalt mixture is a kind of mixture that has a dense skeleton structure [33] and the coarse aggregates inside the SMA mixtures are more than the fine aggregate. The coarse aggregate could form a solid skeleton to disperse the stress when there is a force being added on the SMA asphalt mixtures. The lignin fiber is usually used in the SMA mixtures to absorb the asphalt inside the SMA asphalt mixtures [34] which could help to enhance the asphalt mortar inside the asphalt mixtures. The lignin fiber helps to absorb the redundant asphalt inside the asphalt mixture and could make the structural asphalt on the surface of the aggregate connect with each other tighter. Because the lignin fibers randomly distribute inside the asphalt binders, which could help to enhance the stress transferring ability of the asphalt binder inside the asphalt mixture and contribute to the connection between the asphalt binder and the structural asphalt on the surface of the aggregates. The solid skeleton structure of it and the asphalt mortar enhanced by lignin fiber helps it to make the anti-crack ability of the SMA mixtures better. Meanwhile, the SUP asphalt mixture is a kind of mixture with suspended dense structure [35]. The gradation curve of it is very uniform and consistent and we could see from Figure 3 that the gradation curve of SUP-13 mixture is more smooth than SMA-13 mixtures. Therefore, the SMA-13 asphalt mixtures have better anti-cracking ability than the SUP-13 asphalt mixtures.  
Figure 9: Effect of gradation type on \(G_{\text{initial}}\).
# A Framework for Cloud Based E-Government from the Perspective of Developing Countries
## 3 Cloud Based E-Government Framework
### Cloud Based G2G E-Government Framework Stages and Assimilation Process
#### 4: Private business  
involvement of the private business as an agent to deliver certain government services to the stakeholders could be one of the options for payment handling in developing countries. Government could appoint agent companies to handle the payment sharing certain commission percentage. We have examined various e-government projects in the Asian countries to identify how the financial transaction is being handled. Among them we have found that Pakistan government initiative to engage private business as a franchise to handle money from the stakeholder is running successfully. According to the government portal www.e-sahulat. nadra.gov.pk, e-sahulat handles 23% of the Utility Bill market share with its 12,000 franchises.
# Shaping 1,2,4-Triazolium Fluorinated Ionic Liquid Crystals
## 1 Introduction  
Ionic liquid crystals (ILCs) are organic, low-melting salts that give rise to liquid crystalline mesophases via self-assembly. Among the organic materials, thermotropic ILCs are considered appealing for their peculiar combination of low volatility, good solvent capability and their good ionic conductivity of ionic liquids (ILs) with the anisotropy of liquid crystals (LCs) that is typical for intrinsically ordered media [1, 2]. These combined properties allow ILCs to be exploited in a variety of fields, such as acting as electrolytes for batteries, [3] in dye-sensitized solar cells, [4] in sensors, [5, 6] and as water desalination membranes, [7] to cite a few. Aside from the widely explored cationic cores such as imidazolium and pyridinium, [8, 9, 10] other heterocyclic core ionic structures, such as oxadiazoles and triazoles, which have been mainly investigated for their biological activity, [11, 12, 13, 14] are interesting for their predictable tuning of mesophase behavior [1, 15] when segregations between polar charged regions and non-polar aliphatic chains are expected to drive self-assembly. Moreover, the presence of fluorocarbon chains would additionally stress self-organisation [9, 16, 17] and allow for the formation of ordered, smectic lamellar phases [18, 19, 20, 21] with the appealing property of gas sorption [22].  
In this context, we recently studied a set of 1,2,4-triazolium salts with a variable fluoroalkyl chain length (3, 7, 9), a variable alkyl chain length (10, 12, 14), and different anions that showed predominantly smectic A (SmA) phases [23, 24]. Their liquid crystalline behaviour was dependent on the counterion and on the length of the perfluoroalkyl chain linked to the triazolium core of the salts [23, 24].  
On the grounds of these studies and being willing to modify the shape of the mesogen, we addressed our study to a new class of di-alkyloxy-phenyl-1,2,4 triazolium salts bearing a perfluoroalkyl chain of seven carbon atoms.  
In Scheme 1, this new family of salts, which differs in the length of the alkyl chains, are summarized and compared to the previous work [23], in which the cation bore one alkoxy chain.  
The synthesis, structure, and mesogenic properties of these trifluoromethanesulfonate triazolium salts are discussed as a function of the tuned, structural, variable length of the alkyloxy chains on the phenyl ring (n = 10, 12, 14 or 16) and in comparison to the homologous set with one alkoxy chain reported in [23,24]. Differential scanning calorimetry (DSC), in combination with polarizing optical microscopy (POM), was exploited in order to investigate the thermotropic properties of this set of salts.
# Coupling Secret Sharing with Decentralized Server-Aided Encryption in Encrypted Deduplication
## 7 Conclusions  
In this paper, we present ECDedup, a new decentralized server-aided encrypted deduplication approach for outsourced storage, which performs deduplication to eliminate the duplicate data within encrypted data for both storage efficiency and data confidentiality. ECDedup leverages secret sharing to achieve secure and efficient key management. We are the first to use the coding matrix as the encryption MLE key to couple the encryption and encoding processes in encrypted deduplication. We further improve the encoding performance of our ECDedup via pipelining the matrix generation and the server-aided encryption. We implement ECDedup, and our experimental results on the real-world backup datasets demonstrate the effectiveness of our ECDedup.  
Conceptualization, C.G. and Y.H.; Formal analysis, C.G.; Funding acquisition, W.W. ([PERSON]), Y.H., W.W. ([PERSON]) and H.H.; Investigation, Q.X.; Methodology, C.G.; Project administration, Y.H.; Software, X.Z. and S.D.; Supervision, Y.H.; Validation, X.Z. and S.D.; Writing--original draft, C.G. and Y.H. All authors have read and agreed to the published version of the manuscript.  
This research was funded by the Key Research and Development Program of Hubei Province (No. 2021 BAA189).  
Not applicable.  
The data presented in this study are available on request from the corresponding author due to (privacy restrictions).  
Authors [PERSON], [PERSON], and [PERSON] were employed by the company Hikvision Digital Technology Co., Ltd. The remaining authors declare that the research was conducted in the absence of any commercial or financial relationships that could be construed as a potential conflict of interest.
# LCA as a Tool for the Environmental Management of Car Tire Manufacturing
## 1 Introduction
In order to achieve these objectives, appropriate assessment tools are required that enable the identification and reduction of emerging environmental problems. The basic tool used for this type of assessment is a product life cycle analysis known as the LCA method (Life Cycle Assessment) [1]. Environmental Life Cycle Assessment (LCA) has been developed over the last three decades. LCA developed from merely energy analysis to a comprehensive environmental burden analysis in the 1970s. Then, full-fledged life cycle impact assessment and life cycle costing models were introduced in the 1980s and 1990s, and social-LCA and particularly consequential LCA gained ground in the first decade of the 21 st century [2]. Life Cycle Assessment is a cradle-to-grave approach to assessing industrial systems. Cradle-to-grave begins with collecting material from the ground to produce a product and ends when all the materials are returned to the field. LCA evaluates all stages of life from the point of view that they are interdependent, which means that one operation leads to all. This method makes it possible to use the cumulative environmental impact from all stages of the product life cycle and provides a comprehensive picture of environmental conditions [3]. The key application of the LCA method is to support the search for new solutions that will ensure a balance between economic development and environmental protection. Optimization in terms of ecology, energy, and economy can be achieved by rationalizing the use of resources and all kinds of activities aimed at reducing the amount of pollution and waste. The rationalization of resource consumption is based on reducing the material and energy consumption of the processes taking place at each stage of the life cycle. Among them, the design and production stage is of particular importance, because it is then that decisions are made that affect the course of the further part of the cycle and, consequently, have a significant impact on the overall ecological and energy characteristics of a car tire. For this reason, particular attention during this research will be focused on the differences in the potential environmental impact of the production stage of traditional versus ecological car tires [4]. The main purpose of this work was to analyze the car tire manufacturing process with the use of the LCA method. Secondly, the study aimed to show the capacity of the LCA method to determine the tire production process parameters that will mitigate adverse environmental impacts in their entire life cycle horizon.
# Method for Recognizing Disordered Sugarcane Stacking Based on Improved YOLOv8n
## 3 Experiment
### Dataset
#### 3.1.2 Dataset Creation  
During the data collection process, we encountered the following major challenges and implemented corresponding measures to address them:  
1. Lighting variations: The images were captured under natural light conditions, resulting in variations in lighting due to changes in time and weather. To address this, we conducted data collection from 9:00 a.m. to 5:00 p.m. daily, covering different lighting intensities and directions to enhance the diversity of the dataset.
2. Target occlusions: Stacked sugarcane often led to overlapping targets. To reduce annotation noise, we excluded targets that were more than 70% occluded or smaller than 20 \(\times\) 20 pixels during annotation, ensuring high-quality data annotations.
3. Target diversity: To ensure the dataset covered more real-world scenarios, we randomly altered the stacking configurations of sugarcane (single-layer, double-layer, and multi-layer) and captured images in multiple environments. Additionally, the dataset included different sugarcane varieties (e.g., purple-skinned and green-skinned sugarcane) to improve its breadth and representativeness.  
These measures effectively addressed the critical issues in data collection, providing a high-quality dataset to support the robust training of the model.  
The data annotation was carried out using the LabelImg software (v1.8.1) on a dataset of 2252 unordered stacked sugarcane images. During the annotation process, all unoccluded sugarcane targets were labeled as the same class, and each target was precisely bounded by a horizontal rectangle in the images. For blurry targets in the distance or targets that were too small, we chose not to annotate them. Specifically, sugarcane targets smaller than 20 \(\times\) 20 pixels or those with over 70% occlusion were not annotated, to ensure the quality of the annotations and the accuracy of model training. All annotation information was saved in txt format.  
To prevent model overfitting and improve training effectiveness, the dataset was split into a training set and a validation set. The training set consisted of 1763 images, accounting for 80% of the total dataset, while the validation set contained 489 images, making up 20% of the total dataset. This split ensured that the model could learn effectively while providing enough validation data to test the model's generalization ability.