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Driving - Science topic

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Why self driving car using Artificial Intelligence.What make them essential overcome on complexity, localization, security challenges by AI? How algorithm is useful to resolve such challenges?
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The AI simulates human perceptual and decision-making processes using deep learning and controls actions in driver control systems, such as steering and brakes. The car's software consults Google Maps for advance notice of things like landmarks, traffic signs and lights.
Regards,
Shafagat
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Dear All,
The purpose of this simulation is to analyze an attenuation by a flexible element(rubber mount) after driving loading. I'd like to perform a steady state linear dynamic analysis. I'm trying to apply an acceleration load, not force.
The model is consists of the steel structure and the rubber mount without tire. The input point is a bolt position of the bracket connected with tire. I obtained the acceleration data at the points in the driving conditions.
I want to know if I can use an acceleration boundary condition in the steady state linear dynamic analysis step as below.
*STEP
*STEADY STATE DYNAMICS, DIRECT, FREQUENCY SCALE = LINEAR, INTERVAL = RANGE
1.0, 500.0,500,1.0
*BOUNDARY, REAL, TYPE=ACCELERATION, AMPLITUDE=AMP1
PT,1,1,1.0
*BOUNDARY, REAL, TYPE=ACCELERATION, AMPLITUDE=AMP2
PT,2,2,1.0
*BOUNDARY, REAL, TYPE=ACCELERATION, AMPLITUDE=AMP3
PT,3,3,1.0
*END STEP
When I tried the simulation, this result of attenuation data seems to be plausible.
(The result in base motion analysis is a tendency to be not correct.)
Please let me know the right process. Thanks in advance.
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Dear Dr. Jj Kim ,
I suggest you to have a look at the following, interesting references:
- Acceleration/G-Loads in Abaqus with Postprocessing - YouTube
In this video, the author demonstrates how to perform an acceleration load analysis in Abaqus with postprocessing.
My best regards, Amir Beketov.
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How are the messages in V2X verified? May somebody share inks or paper so that I can learn more about this?
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Dear Dr. Jivthesh M.R ,
I suggest you to have a look at the following, interesting references:
- Securing Self-Driving Vehicles with Artificial Intelligence
- Self-Driving Vehicle Verification Towards a Benchmark
- Mobile Authentication in Self-Driving Cars: Present and the Future
- Lyft patents notification system for self-driving cars to communicate with pedestrians
- Hybrid Verification Technique for Decision-Making of Self-Driving Vehicles
My best regards, Amir Beketov.
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greetings,
Can someone tell me where I can find or download the driving cycle for NEDC(New European Driving Cycles)or give me a direct link ?
Best regards
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I suggest you to have a look at the following, interesting references:
- Dynamometer Drive Schedules
On this page:
  • EPA Vehicle Chassis Dynamometer Driving Schedules
  • California EPA Air Resources Board Dynamometer Driving Schedules
  • Economic Commission for Europe Dynamometer Operating Cycles
  • Driving schedules specified in Japanese Technical Standards
  • Vehicle Chassis Dynamometer Shift Schedule Formatting Guidance.
- Data. Transportation Energy Data Book: Edition 40 – Updated June, 2022
Oak Ridge National Laboratory is managed by UT-Battelle for the US Department of Energy
- Serialized New European Drive Cycle
NEDC processed into computer-understandable formats
- Driving Cycle (Simulink Block)
Produces NEDC, Artemis, WLTP Class 3 and selected EPA driving cycles easily
My best regards, Amir Beketov.
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In reverse osmosis desalination, semi-permeable membranes are used. Water molecules cross the membrane while ions (Na+, Cl-...) do not. My question is what is the driving force that drives water molecule through the membrane but not the other ions? is it a matter of charges , size or what exactly?
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Thanks madame Motolani Matthew for your interesting and valuable answer
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Hello
I am a PhD student looking to read some recent good papers that can help me identify a research topic in RL for controls applications . I have been reading through quite a few papers/topics discussing model free vs model based RL etc . Not been able to find something , may be I don't understand it yet to the extent :) .
Just for the background : My experience is with Diesel , SI engines , vehicles and controls .
One of the topics/areas that seems interesting to me is learning using RL in uncertain scenarios, this might seem to broad for most of the people .
Another possible area would be RL for connected vehicles, self driving etc .
Any help/suggestion is welcome .
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combining MARL and safety would be an interesting area
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I am working on making a ice-cream tricycle into electric. The main idea is to reduce human effort in driving the tricycle especially uphill. I've seen people pushing the tricycle whenever there is need to go up a hill. This will also enable him/her to cover more distance with less effort.
First i want to use a solar system to charge the battery that we will install on the system. The mass of the tricycle being driven will be between 150kgs to 250kgs. This battery in turn will be connected to a motor which will drive the tricycle.
Secondly, if there no sun light i want to use Regenerative braking to charge the battery which will be able to produce more power when driving down hill.
Thirdly, just to add more, if possible there will be pedal assistance to charge the battery.
This system will not completely rely on electric driven system but only when needed.
I need more guidance related to my work.
What type of motor to use? What software will be used to simulate the design of this whole system?
And any more input is welcomed.
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we are doing a proper project (solution to a problem), it require simulations first to get the idea about the charging and discharging of the battery, running of the motor, etc. We are using MATLAB and Proteus Software for simulation purposes.
plus we also are required to make a display which will show State of Charge of the battery, speed of the tricycle, energy consumption, etc and we need some idea of how to make it.
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Special libraries are driving knowledge management in organizations today. Do we have anything concrete on special libraries and knowledge management? And if so how do we integrate both to prepare learners to comfortably offer services in special libraries after graduation?
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With everything becoming smart, the future libraries are also expected to become smart. The access to information is now very fast and we have to make this access relevant in due course of time. Libraries must tranform into digital mode and provide information in highly efficient and convenient way.
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On replacing M2+ ion in the NaY zeolite, the driving force is the increase in entropy. If we replace same valency ion with NaY then what will be the driving force?
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Here
I think the reason for this is the ion exchange process (proton or sodium ion) resulting from the movement of ions in the solution and the resultant difference in the resulting charge across the two ends according to the state of equilibrium generated according to the reaction conditions between the Bronsted formula and the Lewis formula on the alumina or silica parts in the zeolite body (water exchange: The proton and the hydroxyl) and their bonding to reach a state of final physical-chemical equilibrium.
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I want to know that what is the difference between sensor data fusion and sensor data stitching. For example, we have two homogeneous sensor of two autonomous driving systems ( lets say it is "camera sensor") . So I want to combine the camera sensor data for better accuracy and better precision. But I am confuse to use the term "Stitching" and "fusion".
Which term is more suitable?
What are the key differences between these two terms in autonomous driving systems domain ?
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Sensor data fusion is used to take advantage of multiple sensors, generally based on different modality, to accomplish a goal better than any individual sensor would. For example, SLAM algorithm usually rely on sensor data fusion from camera, IMU and sometimes other inputs (lidar, ultrasound, etc.) in order to better localize and model the environment around an vehicle (or UAV, etc.)
The term sensor stitching is more used to extend the spatial range of a single modality with multiple sensor. The best example is using multiple photos with overlapping areas to create a bigger panoramic image.
I hope these two examples help you better understand the distinction between these related concepts.
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Hi
I study how gender can moderate the relation between driving self-efficacy and the tendency to get distracted while driving. I found a non significant self-efficacy*gender interaction effect (p=.19). However when I looked at the plot I found this (attached file).
I don't know what to do with this... Can you help?
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I would look into the role of the covariates - Is the interaction significant when they are removed from the analysis? If the interaction in the "clean" model (i.e., without covariates) is still insignificant, then I would be extremely cautious of its viability. If it is significant, maybe you can check whether your research question necessitates controlling for the covariates you included in your analysis.
Good Luck!
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I've got a really interesting finding across 3 different face recognition experiments using the 1 in 10 task and wondering if there is a criterion shift that is driving the responses.
All the papers I've come across that have used d'prime and Criterion C have been for simultaneous face matching (same-different) type paradigms using hits/false alarms.
I'm trying to figure out if its possible to look at the sensitivity and bias in a 1 in 10 face memory task, where there are 3 responses for target present array (hit, MissID, miss) and 2 for a target absent array (correct rejection, false positive). Has anyone published anything using the 1 in 10 paradigm, or lineup studies that have more responses for TP lineups? Thanks in advance for anyone who can offer advice.
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interested
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I need to transport leaf samples from an experimental site back to my lab, a four hour drive away. I'm aware that freezing with liquid nitrogen or dry ice isn't safe for driving, is there another option which would prevent degradation of the samples until I can get them in a freezer at the lab. I want to do pigment extractions and antioxidant capacity.
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Dear Dr. Anna Jones ,
I suggest you to have a look at the following, interesting references:
- Instructions for Taking Samples for Plant Analysis
My best regards, Amir Beketov.
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I am interested to know how to measure driving behaviour during real time driving activity. Based on my literature,currently most of the driving behaviour measurements are subjective measurement i.e questionnaire.
Thank you 
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From SAE, purchase a copy of and read
SAE Recommended Practice J2365, Operational Definitions of Driving Performance Measures and Statistics, Warrendale, PA: Society of Automotive Engineers.
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I want to study the effect of driving velocity on the generation of excess pore water pressure. Does anyone have relevant information? If there is FLAC3D code, it would be better. Thank you!
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Dear Erfan Rahimi,
Surely, COMSOL Multiphysics can also be used.
Other Software can also taken into account. However, it should be known that any software has its own specifications, and the degree of difficulties varies according to the type of software. Therefore, it is important to select the most suitable and learn it in-depth.
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I have one independent variable (gender) and five different dependent variables which are the score of five driving tasks. That is, if the driver does not perform any error while performing those tasks then he/she got 0 (no errors). However, when the driver does not manage to perform any of those tasks, 1, 2, or 3 are assigned (not properly performing some tasks means a danguras situation and that's why we assigned 2 to it).
I did use t-test/Mann-Whitney test to compare how each group perform each task.
Now, I would like to compare the scores of those driving taks for each group to know which driving tasks are more difficult than others for each group.
And, I would like to know which group should we focus on for better road safety (a group with fewer dangours errors, I guess).
Any suggestions?
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You should do a normality test and see if it is normally distributed or not. If it is normally distributed, then you can go ahead with parametric test to compare their mean. But if it is not normally distributed, then you can choose the non-parametric test. Unless or until you haven't mentioned your hypothesis, i cant suggest any test name. If you can state your hypothesis then I can suggest you the best test for your data.
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Maximum driving comfort thanks to better vibration decoupling and optimal design of dynamic loads on the wheels; this is what the developers of active suspension systems are looking for. However, the development of active control strategies is a great challenge due to conflicting goals, physical limitations and complexity of modeling.
The use of artificial intelligence (AI) in this field offers enormous advantages. Smart controllers synthesize complex formulations and performance requirements. The controllers are trained in such a way that they not only learn how to improve driving comfort, but also achieve a high level of driving safety.
Do you have further questions or are you interested in cooperation?
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I am working on speed estimation of vehicles in front of our vehicle using video processing.
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SiaSearch provides a list of 15 open datasets here: https://www.siasearch.io/blog/best-open-source-autonomous-driving-datasets
Also check out DIYRoboCars' list of datasets here:
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One of Nikola Tesla's greatest inventions is the blade-less turbine, referred to as 'Tesla turbine'. In the case that the driving fluid is air, I am interested on how air constituents (principally Nitrogen and Oxygen) are radially segregated between the rotating discs. Any suggestions?
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I am looking into it.
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Does Norway have some national laws limiting the BAC levels considered "legal" or "acceptable" for driving?
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It has been established through researches that accidents do frequently occur when taking calls in driving. The accidents rate occurrence is low while the driver is listening to music or getting engage in discussion while driving.
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Yes I agree. We need to dig deep into numerous theories of attention.
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I need to collect driving data such as speed, battery SOC, GPS location, ambient temperature, elevation for a specific EV ( say Renault Zoe), but I'm not sure what is the best way to do this and what I would need.
Many studies have used OBD-2 loggers. There are other cloud-based technologies like Geotab or Airbiquity. Also, I wonder if there are any mobile apps that can fulfil these requirements.
Thank you.
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Speed,Gids,SOC,AHr,Pack Volts,Pack Amps,Max CP mV,Min CP mV,Avg CP mV,CP mV Diff,Judgment Value,Pack T1 F,Pack T1 C,Pack T2 F,Pack T2 C,Pack T3 F,Pack T3 C,Pack T4 F,Pack T4 C,CP1 through CP96,12v Bat Amps,VIN,Hx,12v Bat Volts,Odo(km),QC,L1/L2,TP-FL,TP-FR,TP-RR,TP-RL,Ambient,SOH,RegenWh,BLevel,epoch time,Motor Pwr(100w),Aux Pwr(100w),A/C Pwr(250w),A/C Comp(0.1MPa),Est Pwr A/C(50w),Est Pwr Htr(250w),Plug State,Charge Mode,OBC Out Pwr,Gear,HVolt1,HVolt2,GPS Status,Power SW,BMS,OBC
Instead of use LeafSpy you can try With CanZE (for Android phones).
Other option could be instrument the vehicle adding extra (external) sensors.
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The paper describes the possibilities of training drivers and students to effective driving modes of the train. Could you suggest the similar Software and Hardware Simulators for combine harvester Drivers Training?
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Agree with Qamar Ul Islam.
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There are many interventions aimed at driving change to improve the outcomes of the core of teaching and learning in the education system.
Many of these are driven by external agents and have great programmatic outcomes, but are not sustained in the system once the initial drivers leave.
Overtime the initiative is forgotten and other ones start.
The question seeks to find ways of developing strategies that will ensure sustainable embedding of such initiatives
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It must be relevant, contextual and driven by personnel with a true philosophy for the initiative. Agree with Vladimir Rotkin Mohammed Malazada
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I am looking for an expert in SMEs and sustainable innovation who can work as a coauthor and helped me finalise a research project addressing the Factors Driving Sustainable Innovation in SMEs.
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I can work with you
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I am working on an autonomous driving domain and my field poses multiple autonomous vehicle collision avoidances. I want to try to solve it using RL. In this case, the following statements regarding the RL method are correct or any thins complicated with the fundamentals of RL. Please explain to me.
"Through Learning Control, control knowledge of a control function can be created through the training by Reinforcement Learning. However, the conventional Reinforcement Learning method does not provide the application of more than one control function within a Learning Control System. Execution of more control functions within a Learning Control System would require the application of multiple learning processes within a control system. Methods concerning the application of learning processes in Learning Control vary depending on the application of the control device and the purpose of the system."
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The problem under discussion is obstacle avoidance by reinforcement learning. Reinforcement learning works based on the concept of reward based action. So, every time a obstacle is detected, your logic should be such that advancement or activation happens on a particular front which could be treated as the reward. Hope this helps a bit.
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With the Trolley Problem being a hot disucssion with lots of phylosophical and technical papers discussed on it. It is eventually very hard to get to a final idea whether to incorporate this problem into AVs driving ethics? do they really create the dilemma ?
in 2017, the German ethics commission for automated and connected driving released 20 ethical guidelines for autonomous vehicles.
and Yet one more question : Why this comission paper, have so few references? does it mean they have cared less about other phylosophers ideas? or they have tried to found some ideas?
There are lots of relevant papers. bring them in this post to discuss it.
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Yes I agree, there are bad humans who drive cars, design algorithms and write code, along with many other things. I assume you are not suggesting that robot makers are a cut above the rest of humanity and can make these determinations and dispense these permissions for the purpose of protecting the rest of us from bad drivers because we all hate (no argument there) bad drivers. How about killer robots and the authors of such protocols; call to:{contingent factors when it is necessary to choose whose death}
Is this an omelette making egg breaking argument because if so I find they tend to end by generalising about the quality of human types and their utility to other human types. Not a good outcome from my reading of history but who knows what the future may bring. Maybe we could build a robot better than human and all mass suicide for being slower dimmer lesser creatures. Who’d argue with that?
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Hi I'm trying to prepare plasmid dna for transfection but I'm having difficulty getting dna from Qiagen midi prep. I not seeing a visible pellet after isopropanol precipitation and it is driving me nuts!!
Other people using the same kit had good yields and I used the same Qiagen maxi kit and had a good yield so I think there is no problem with the kit.
I'm wondering if Dna yields are different with different plasmids? Am I just trying to prepare a difficult plasmid dna? I think I will try to proceed after the isopropanol step but I don't think it will have a good yield.
Does anyone have the same problem? How did you solved it?
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My problem is not about the yield more likely about a buffer or sth. The bacterial pellet is good like always. This is not the first time I am trying to isolate this plasmid thats how I know. Generally, I get around 2000 ug of DNA min. But I was curious this time ıf anyone else experienced the samething. This Qıagen Kit is the new box we just opened.
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I am acquiring data from mobile sensors (accelerometer, gyroscope, GPS, etc.) while driving a car in order to analyze the driver’s acceleration.
The phone is set in an arbitrary position inside the car, that’s why I need to reorient the accelerometer axis to align with the car axis.
I found an article mentioning a virtual reorientation algorithm for this matter. But I am not getting how they used GPS to calculate the post-rotation and how they monitored the pre-rotation angles:
Is there an application that can automatically do the transformation?
Any advice or even an alternate way of doing this would be greatly appreciated.
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I want to model a Nigerian Based Scenario to aid training of drivers on the simulator
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May I suggest you begin with a generic model of driving simulation that seems to you to be a good fit with questions you are seeking to answer.
which provides a useful bibliography.
Then you could progress to exploring how scenario are created in say
which also has a useful bibliography.
Then you could focus in on what may distinctive about Nigerian driving in
say
Having looked at a broad range of literature, what questions are you seeking to answer using driving simulator scenarios?
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According to the manual of Clark University, they suggest that, Cramer's V 0.15 is considerable where above 0.4 is suitable. 
1. Is it suitable for all areas like hilly areas of Bangladesh?
2. Our work, the Cramer's V value is extremely low, and the accuracy rate with machine learning rate is very low. How to improve the accuracy? Please suggest me. 
3. Variable as using DEM also presenting ridiculous value for our study...
For your kind information, here it is attached, please have a look- I will grateful to you...
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Hi all,
I want to calculate Cramer's V, but I have not the section for calculating Cramer's V in my LCM. Could you help me?@Md. Mozahidul Islam
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Dear All!
It is my first question on Research Gate. Due to my new job, I was enrolled into the totally new field for me, which is the design of the Packed Absorption Column. After some investigations, I was ready to make some basic calculations, although I am not sure of a few values.
1. The equilibrium line is calculated from the Henry’s law – I have used the reversed value of Henry’s constant Hcp in mol/kg*Pa calculated for operation temperature (to achieve Henry's volatility constants - Kcp) and the relative concentration. Should I multiply the values with the ratio of molar masses of gas and absorbent?
2. My scrubber is countercurrent column. For the estimation of the packed hight, it is necessary to calculate number of mass transfer units, where it is necessary to calculate the average driving force. I have used the formula
ΔY=((Y1-Y1*)-(Y2-Y2*))/(ln((Y1-Y1*)/(Y2-Y2*)))
where Y1 is the inlet gas concentration, Y1*- the inlet gas concentration calculated from the Henry’s law, Y2 – outlet gas concentration and Y2* – outlet gas concentration calculated from the Henry’s law. Is my way of thinking correct?
3. Is it possible to calculate the mass transfer coefficient with DWSIM?
Sorry for my trivial questions – it is new task for me and I don’t have to much guidance in it…
Thanks in advance for your replies!
Best regards,
Ewelina
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Ewelina Nowak, Ad.1 If you use mass ratios, the equilibrium constant is dimensionless (Y=mX). Ad.2 You can use the logarithmic mean, but in special cases it is also possible to use the arithmetic mean. Ad.3 I do not know if DWSIM has a base of criterion equations, but to determine the value of the K coefficient (in Polish "współczynnik przenikania masy" ) you first calculate β1 and β2 "współczynniki wnikania masy" and then K.
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I’m trying to get differ perspectives to be able to compare and contrast and get a clearer u
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Modern approach to management tends to be more focused on complex forecasts, permutations and applications of nascent technology driven tools.
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Dear colleagues!
I am trying to simulate an impact pile driving (with a hydraulic hammer) in Plaxis.
I am going to simulate one impact using half of the harmonic cycle.
Which parameter do I need to use as an amplitude multiplier?
It should be a max weight of a hammer or it should relate to max energy?
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Can you explain your question in more detail?
The type of impact (including the source, intensity, etc.) and type of your simulation (i.e. 2D or 3D) are required.
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How to simulate several consecutive impacts with a hydraulic hammer during pile driving in Plaxis?
I saw a tutorial, but as I understood there is a simulation only of one impact.
Can I do it in one phase? Or I need to create several phases with impact/fading?
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Dear Shaibakova,
I think this paper is useful.
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I am working on developing drive cycles of a particular city. I have collected raw driving data and processed the data to design a representative drive cycle. I would like to have a comparative study with my developed cycle and other already developed or in use cycles. By literature review, I have understood that Speed Acceleration Frequency Distribution (SAFD) or Speed Acceleration Probability Distribution (SAPD) plots are a widely used way of visualizing the cycles. I am not quite sure how to develop that. I can develop a 2d histogram of the data which works for visual inspection to some extent, but I am unable to calculate a numeric value of SAFD or SAPD which can give me stats like relative error. Need help.
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Try ggplot2 in R under these conditions. Google it. There are many references good luck, David Booth
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  • In the recent CV field, the world's top journals and conferences, we can see that many papers use multimodal / multi view information for 3D object detection.
  • However, it is rare to use multimodal information for 2D object detection in autonomous driving scene. The most recent one is' seeing through fog without seeing fog. Bijelic et al., 2019 ', but this article is mainly about the contribution to adverse weather data set.
  • How to improve the performance of 2D target detector through multimodal fusion in the automatic driving scene?
  • Or, how to use depth information for 2D target detection?
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Dear Jiawei Ma
You may use one of my article for the same issues
Satya Prakash Yadav, Vision-Based Detection, Tracking and Classification of Vehicles, IEIE Transactions on Smart Processing and Computing, SCOPUS, ISSN: 2287-5255, 9(6), pp.427-434 https://doi.org/10.5573/IEIESPC.2020.9.6.427.
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Nowadays the driving force(e- transition) of chemical reaction by enzymes are discovered in many cases. I thought by calculating the most appropriate e- transition route created by a certain structure comprised of aa sequence we can create artificial enzymes relatively easy. Is it technically possible and is there anyone using this method?(although I know that the underlying laws which connect aa sequence and protein structure are complicated and hard to utilize)
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A very interesting question Tomohide R. Sato
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it means the oil pump to be sometimes able to turn off during the driving cycle, and if it is possible, how efficient would it be? (more particularly in heavy vehicles like a bus).
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It depends upon the size of the accumulator, and the flowrate required. If you calculate the flowrate required for the PAS pump you could work out the accumulator volume required. See link below for typical (but a little old) energy consumption info.
However, many modern vehicles are moving to electric PAS systems, so the traditional hydraulic system may not be required in future.
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My study consists simple corrosion inhibitors in salty brine. Right now I just fit my circuit with randles with CPE. Just wondering how the slop can given more info of the experiment. Or any suggested book would be appreciated.
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Dear Dr. Huayuan Jiang ,
I suggest you to have a look at the followiing, interesting technical-note:
-Basics of Electrochemical Impedance Spectroscopy by Gamry Instruments
...if you prefer a more in-depth consultation, if you send me your private email via RG message, I can send you the book:
- ELECTROCHEMICAL METHODS Fundamentals and Applications
Allen J. Bard Larry R. Faulkner - Second Edition (2001).
My best regards, Pierluigi Traverso.
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Hi,
I am studying the links between ADHD sub-dimensions and the different types of risky driving.
What are the best ADHD diagnostic methods, given that my goal is to associate between risky driving and sub-impairments/sub-dimensions of ADHD?
I hope to use each of the common diagnostic platforms (questionnaires, computerized performance tests, and interviews).
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Hi,
Adult ADHD rating scale is available in open access.
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hi, now I am researching about these things, this is my first time to ask question at this site. I need various opinions who is expert about this topic. Please help me !!
How do you think the social environment will change in the near future when full-autonomous driving becomes the norm?
1. Future trends in the automobile market
2. Trends in technology announcements including automobiles
3.Changes in the living environment of general consumers
*English, Chinese OK:)
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Hi - in terms of the changes in the living environment i think the opening of access to convenient and perhaps personal means’ of transport for people with disabilities will be hugely significant in the introduction of CAVs. Also, given the move to electric vehicles, which most CAVs are likely to be, the benefits to clean air initiatives will also be important in peoples lives and their exposure to toxins in highly traffic-dense areas.
Hope this helps and very best wishes, James.
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Dear researchers,
if you are looking for a research topic in reinforcement learning, I have something new for you.
We have just launched our new open source reinforcement learning environment. Here you can find it: https://github.com/dynamik1703/gym_longicontrol
Our new environment is in the field of autonomous driving. It offers the possibility to test and further develop algorithms for the efficient longitudinal control.
The longitudinal control problem has various challenges. One example is the trade-off between conflicting goals of travel time minimization and energy consumption. They contradict each other because a fast driving vehicle leads to high-energy consumption and vice versa.
Through the proposed RL environment, which is adapted to the OpenAi Gym standardization, we show that it is easy to prototype and implement state-of-art RL algorithms. Besides, the LongiControl environment is suitable for various examinations. In addition to the comparison of RL algorithms and the evaluation of safety algorithms, investigations in the area of Multi-Objective Reinforcement Learning are also possible. Further possible research objectives are the comparison with planning algorithms for known routes, investigation of the influence of model uncertainties and the consideration of very long-term objectives like arriving at a specific time.
LongiControl is designed to enable the community to leverage the latest strategies of reinforcement learning to address a real-world and high-impact problem in the field of autonomous driving.
Have fun trying it out! If you have any questions, feel free to write.
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Here our research on Explainable Reinforcement Learning. It is based on our open source environment:
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Initially the motor coupled to load with flexible coupling drive shows oscillations in shaft speed at both sides of the coupling . The flywheel at the non driving end of the motor is installed and the vibrations at the motor shaft side are considerably reduced in magnitude. So we are observing what would be the behavior of vibrations at the load side under this condition
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The vibration might come from the load. As far as the load is not specified, I can't say for sure, what is the source of the vibration. In case of load-caused vibration, of course, an extra flywheel will dump the vibration, and the exact placement of the flywheel (drive-end, non-drive end, load shaft) is not so important from my point of view.
If we assume that the load is some simple and smooth-operating device then I would suggest that some mechanical resonance might occur. In that case, the flywheel can dump the oscillation physically, and also might change the natural frequency of the whole assembly and thus change the resonance frequency away from your operating frequency.
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I am doing driving style analysis research with OBD data. Could anyone provide me links to get the dataset?I am not able to get it anywhere..
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please see the link below it may be helpful
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Hi to all the experts,
I will be very thankful of your comments. I want to hear whether HEC-HMS helps to incorporate meteorological data like temperatures and sun radiations all along with hydrological model. Basically I am planning to carry out small research on impact of climate change to a basin with the various driving atmospheric parameters. If it does not incorporate temperature vairability aspect then how the hydrological variations with respect to changes in temperature would be done upon using HEC-HMS for hydrological modelling. For now I also have opportunity to learn SWAT but I prefer using HEC-HMS as I am little familiar with its application.
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HEC-HMS is suitable for your purpose.
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Dear Sir/Madam
I want to use Sine voltage as a source in an RLC circuit. I want to study the driving point impedance with frequency sweep. But when I use sine voltage, I get an error like The DAE is structurally inconsistent.
The simulation works fine with DC and AC voltage, and in both cases, the plots are exactly same.
How to resolve this problem.
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This is an expected behavior of the solver. When apply sinewave or any other waveform means that you would like to make dynamic analysis which contains a transient solution and a steady sate solution.
The AC analysis is steady sate analysis of harmonic input in frequency domain
In this case one is interested in three parameters, the amplitude, the frequency and the phase while the waveform is assumed to be sinusoidal.
In AC case one works with impedance concept. In sinewave input one works with differential equations.
Best wishes
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A monocular camera is to be calibrated, which is located in the area of the vehicle and looks in front of the direction of travel. During the calibration, the extrinsic parameters (position and rotation between the camera coordinate system and the origin of the vehicle coordinate system: Center of the rear axle of the vehicle) should be calculated. The camera parameters are calculated online, i.e. while the camera is taking pictures. The algorithm should automatically calculate the extrinsic parameters from driving scene images while driving.
I am looking forward to your feedback !
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you can take a video stream on a straight line and then use motion vectors
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Many of us have already taken part in a heated debate on whether autonomous driving will  be pervasive in the near future. Putting legal and other dimensions aside, I was (and still am) skeptical about the technical plausibility of autonomous driving. Because driving in reality is a more complicated endeavor than a historical extract of traffic situations on which autonomous driving is based. The question is not about whether autonomous driving works or not, it is about the complex (mixed human/machine) environment in which it operates -- that is made worse by unpredictable human behavior. If autonomous driving car would be deployed in an environment where no human actor is involved, it could perform its task perfectly. But in a mixed environment, I don't think it will be the case and direct conversion be a feasible.
What do you think are the major challenges that hinder autonomous driving from taking off?
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One might be what to do in the critical sudden situations or incidents
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Hi everyone
Where can I find free electric vehicles driving cycle datasets to download like Dynamic Stress Test(DST), Federal Urban Driving Schedule(FUDS), New European Driving Cycle(NEDC) etc. ?
Looking forward for a positive and helpful response.
Thanks and Regards
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Thanks Laurent Berry , I will check those out.
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Can anyone answer this question? Will the answer be Legislators?
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Hi Bhaswan!
An interesting question, but as practice shows, pharmaceutical companies are not interested in pharmacogenomic research of their own drugs, since this can lead to a limitation of the market for their drugs and a decrease in revenue (except for narrow areas where knowledge of genetic characteristics is necessary at the stage of choosing a specific drug, for example, targeted therapy in oncology).
Kind regards,
Michael
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Is utility the most important driving force of human behaviour?
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It is not only that. Among with, the different measurement should be conducted to identify various aspects of every things. There is a lot of lacks and limitations within this ones.
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Dear Research Community,
How do you define terms 'Cooperation', or 'Cooperative situation' in your research domain?
I am a human factors researcher, currently focused on cooperative driving behaviour. I have seen following definition being used a lot in the literature.
A cooperative situation is described by Hoc (2001) as a situation in which each of at least two agents “ (1) strives towards goals and can interfere with the other one’s goals, resources, procedures, etc. (2) Each one tries to manage the interference to facilitate the individual activities and/or the common task when it exists.
The above definition by Hoc, is in terms of human–machine cooperation in dynamic situations.
However, I am more interested into human-human cooperation in dynamic situations.
I would be very thankful if someone share his/her views on this topic, especially from human factors and social psychology perspective.
Looking forward to a constructive discussion.
Regards,
Sarang
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Co-operative versus Competitive.
A competitive situation arises when 2 (or more) interests are vying to increase their portion of a fixed pie. In these cases, any one's gain is another's loss. The so-called WIN-LOSE situation.
Co-operative situations arise when the 2 (or more) interests can find ways to increase the pie by working together - which automatically increases the size of every slice. The human factor intervention will consist in making this possibility visible and assisting all the interests to work together towards the goal of growing the pie. The pie, by the way, does not only have to be profit, but usually consists of a mix of tangible and non-tangible gains. Non-tangible gains would include things like company image, employment brand, leadership brand, or some other kind of common good.
In essence then, the human factor intervention is to make the common good visible and to help all involved to develop co-operative actions to grow/increase that common good. This creates WIN-WIN situations.
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For back-analysis of an entire pile driving database, I am looking to automate GRLWEAP calculations. It would be helpful if the method is python based.
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1-Pile Design Using Wave Equation Analysis Program Application in Offshore Wind Farm by Siddharth Chauhan
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Do you think that artificial intelligence will be implemented in the control systems of driving and orientation in the field in autonomous cars?
What are the effects of artificial intelligence implemented in the field of driving control systems and orientation in the field of autonomous cars?
Will autonomous cars be safe?
Will autonomous cars be mostly electric cars at the same time?
Please, answer, comments.
I invite you to the discussion.
Best wishes
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Thank you for your response. I agree with you. You added some very interesting information to our discussion. I also believe that the importance of artificial intelligence is growing in the implementation of this technology in various applications, in various fields, branches and sectors of the economy and in the improvement of research works. Thank you very much for proposing an article on this important issue artificial intelligence.
Greetings, Have a nice day,
Dariusz Prokopowicz
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what can i possibly use to produce the PWM signals?
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it depends on which one is more important: low supply power / low cost or high speed and low switching losses.
The gate signal is usually controlled by the output of a logic circuit like a microcontroller, maximum voltage 3.3 V or 5 V, maximum output current 20 mA at best. The gate has a capacitance toward the source as well as the drain.
First method: Use the logic signal directly as gate signal. Prerequisite: The MOSFET / IGBT is reliably switched by the logic voltage. Advantage: No additional components needed. Disadvantage: If, for example, the charging / discharging of the gate moves 10 nC then the switching time at 20 mA is about 500 ns. This might cause to much loss in the MOSFET, especially when switching inductive loads.
Second method: Using a push-pull stage made from a pair of small signal BJTs as current amplifier (collector npn -> +5 V, collector pnp -> GND, both bases together <- logic signal, both emitter together -> gate). Prerequisite: The MOSFET is reliably switched by the logic low voltage + 0.7 V resp. by the logic high voltage - 0.7 V. Advantage: Currents of 1 A possible => fast switching, simple supplement. Disadvantage: Small gate voltage range.
Third method: Using an integrated gate driver, e. g. MCP14E-9 / 10 / 11. Advantage: Gate voltage up to 15 V or so => reliable switching, 3 A peak current => very fast switching => low losses during switching.
Forth method: If the turn off speed is extremely critical, switching between a positive and a negative gate voltage might be a good solution. Presently, I don't remember any integrated circuits for this purpose but it can be done using very fast discrete transistors.
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Hi friends, can anyone please give some insight into the testing of the system with battery-inverter-PMSM for the different driving cycles such as NEDC. Where we will get the driving cycle details? How we can analyze it? Please give your valuable suggestions
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Zhecheng Jing , Hello sir, can you give more details on the advisor, its the first time I'm hearing about it. Advanced Vehicle Simulator (ADVISOR)
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It has been established that the tetragonal to monoclinic phase transformation of zirconia can be used to improve the toughness. The driving force for this transformation is the temperature gradient, which results in a change in the crystal structure of zirconia from tetragonal to monoclinic.
But, at room temperature Metastable inclusions of tetragonal Zirconia dispersed in a ceramic matrix will transform to the thermodynamically stable monoclinic form on the application of an external tensile stress, what is the driving force for such transformation to occur?
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Ahmed:
Fred Lange's article is a good one to read on this point, although a better one in my opinion is Tony Evans' and Bob McMeeking's J. Am. Ceram. Soc. article (vol. 65, 1982, 242) on "Mechanics of transformation toughening in brittle materials".
In simple terms though, in ceramic materials such zirconia toughened alumina and partially stabilized zirconia, the composition is adjusted so that the zirconia phase is in its cubic and tetragonal form at ambient temperatures. Cubic zirconia doesn't play any role, but under these conditions the tetragonal phase is partially stable. If the temperature was lowered below Ms, the martensite start temperature, this tetragonal phase would athermally transform, via a martensitic (sometimes called a "military") transformation to the lower energy monoclinic phase - but this has little to no effect on the toughness of the ceramic. However, as the tetragonal zirconia is only partially stable, it can be induced to transform at temperatures above Ms, by stress to the lower energy monoclinic phase. Since this is promoted around any crack tip (where the local stresses are much higher) a transformation zone is formed around any advancing crack. However, the transformation is accompanied by a several percent increase in volume; accordingly, due to the dilation associated with the transformation, this zone will be in compression due to constraint from the surrounding ceramic matrix further from the crack, which has been subjected to correspondingly lower stresses and therefore has not transformed (an "Eshelby transformation"). The crack thus has to grow into a zone of compression and the resulting crack-tip shielding leads to marked rising R-curve behavior and transformation toughening (incidentally, there is also a contribution from the shear associated with the transformation).
The transformation toughening effect though is only pertinent at temperatures where the tetragonal zirconia phase is partially stable. At higher temperatures, above the so-called Md temperature, the transformation is thermodynamically unfavorable and so the tetragonal zirconia cannot transform. At lower temperatures below Ms, as noted above, all the tetragonal zirconia spontaneously transforms and so there cannot be any constraint by untransformed zirconia on the transformation zone surrounding the crack wake.
Thus, transformation toughening in these zirconia-containing ceramics is only realized at temperatures where Ms < T < Md.
ROR
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I have a question about the local pollution impact of automated cars.
The possible energy impacts are well understood, I think, even if the net effects are very uncertain: automated cars could lead to smoother driving profiles & platooning (good) but
also to a lot of induced traffic and modal shift away from other modes (bad).
But what about pollutants? How are changing driving patterns expected to affect the emission factors HC, PM and NOx (assuming that automated cars will not all be BEV in the long run)? Even in recent literature reviews (Milakis et al 2017), I find few references to papers that address directly this issue. Any new insights since then?
Dimitris Milakis, Bart van Arem & Bert van Wee (2017): Policy and society
related implications of automated driving: a review of literature and directions for future research, Journal of Intelligent Transportation Systems, DOI: 10.1080/15472450.2017.1291351
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If self-driving reaches car-as-a-service companies (uber is working on it), you might the strange scenario of see empty cars running around, burning fuel while picking up customers. While this is probably a slight emissions reduction (80-90 kg less weight), it will certainly look odd and unecological to people watching it.
Anyway, there aren't many studies because self-driving is still in its infancy and we lack field data. There may be a reducion overall, but I don't believe it will be significant. Those 2-4% mentioned by Zeashan look about right.
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I have a project consisting of a solar water pumping system. It is composed of a PV system, an inverter, a capacitor, an asynchronous/induction machine that is driving the pump. In order for the system to work, the capacitor will act as an intermediate storage between the PV and the induction machine. In order to adapt the power given by the PV to the pump(to adapt the flow of water), and not overload or underload the pump, I need to stabilize the voltage across the capacitor.
I could not find any resource on the internet until now, I need a reference on the subject.
Thank you for your help in advance
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yes you can send me the equations. But there is no mystery; the boost converter will increase the output voltage "indefinitely", or until something breaks, if you do not put any feedback in the system. For you, there are two ways to add the feedback. The simplest is to add a comparator that compares voltage on the capacitor with a preset value and stops converter operation when the voltage is reached. When the boost converter is stopped, the voltage will drop because of the consumption in the motor, and when voltage drops below certain value (a small hysteresis is needed), the converter starts again. the voltage on the capacitor will be regulated within this hysteresis window. In more complex systems, the boost converter operation will be regulated to keep the voltage within 1-2% of the nominal, not by stopping the converter but by adjusting the timing of the mosfet gate drive. so, add to your diagram the pulse generator driving the gate, the voltage divider that brings voltage on the capacitor down to few volts, and the comparator that enables/disables the gate drive.
in even more complex system, the voltage feedback will be derived not from the capacitor, but from motor speed sensor.
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There is no shortage of online articles about “Why Students Cheat!” And, no shortage of directives and memos from university folks who wish to increase the diligence of those who evaluate and grade students. Wouldn’t it be nice if we: a. Stopped drilling down on the results or effects of such undesired behaviors? b. Applied principles and practices of Human Systems EngineeringTM to address the systemic root causes of such behaviors? c. Recalled Dr. W. Edwards Deming’s findings that within an organization, “94% of what causes failure is the system, not the people." c. Engaged colleagues with applicable and varied perspectives to help better understand and describe what needs to change in our system that results in undesirable behaviors? d. Applied our emerging knowledge of SocioCulturalPsychology (SCP) to better understand what Lewin referred to as driving and restraining forces? e. Observed and evaluated behaviors within the Kurt Lewin framework of B = f (I, E), which characterizes observed behaviors from the perspective of “Psychological Life Space,” i.e. the settings . . .visible and invisible . . .within which people make decisions? f. Publicly and loudly recognized and celebrated examples of desired behaviors? g. Approached this challenge based on data —> information —> knowledge —> hypothesis —> Theory? h. Collaborated, communicated, and cooperated with those outside of our department/school/ university’s “Invisible Silos?” 
Thank you for reading and considering my opinions. Stay Healthy! Cheers, Bill
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It is hard to pinpoint to one main reason why students choose to cheat, but from my experience, I found that often students feel insecure about what they actually know. Another reason is the fear of possibly failing. I think the implementation of a growth mindset in the classroom is very important to prevent cheating by providing a variety of positive opportunities for learning, even when failing may be part of the process.
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I am investigating the influence of PTSD on the road traffic behaviour: as well as micro-reactions of drivers as well as instabilities of the traffic flow. I am working on the question: How to integrate a new driving function (L2 or L3) into a specific driving culture, which also has its traumatizations. So I need to be sure, that this new driving function isn´t triggering any trauma reactions, that could cause disturbances into the traffic flow.
I am inspired by your idea of a truck co-driver, as it could help to coregulate a trauma reaction.
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This is an interesting question. I think, if driver's facial micro expressions while driving is tracked using facial recognition software, parallel video monitoring of traffic, along with driver's background (in regards to PTSD, like previous encounters, accidents, etc), vehicle condition, health, weather, could be incorporated into an model. Then it can give you the revelation you are looking for. I am just placing it in a simple manner, however, this entire process involves lot of experiments, tweaking and patience.
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I just got data back from the sequencing center and I am unsure if I should be concerned that duplicates of the same sample have very different read counts. To explain, I asked the sequencing center to include duplicates of 3 of my samples (of 250 total) in the libraries to use as quality control. My average read count is 470k with a standard deviation of about 50k. However, the duplicated samples differ by 10k to 270k from themselves. Should I be concerned at this variation? And what might be driving the difference?
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The duplication in your case is the replication of the sample this means technically replication are independent samples in terms of sequencing with different barcodes and pooled together among other samples. So there are many factors which can affect the number of reads in final output data. I don't think concentration is the primary factor since the libraries are generally pooled in normalized concentrations and I don't think a sequencing facility/company would do mistake in this step. The other reasons which are technical reasons a not in our control are the cluster generation, sequencing, cluster determination and demultiplexing etc.
Think it in this way, all the samples were sequenced on the same platform, with the same number of sequencing cycles, still, the number of reads in the final output is not the same.
And if you should be concerned? This is you to decide if you do not see what you expect in those duplicate samples and if they show different trends. I would recommend you to see the trend and relative abundances of the final processed data instead of thining about the size of the raw data.
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The variable volume pipettes in my lab are driving me nuts!
We have a regulatory obligation to calibrate them quarterly and the cost is getting excessive.
So, I am shopping for a 10 ml FIXED volume pipette with disposable plastic tips.
They are manufactured by Guangzhou MeCan Medical Limited. Anyone know where I can buy them in the United States?
Thank you
kevin
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Thank you
kevin
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I want to measure fatigue/sleepiness while driving with a wearable that provides a fatigue/sleepiness score to the drivers in real-time. Therefore, I cannot use devices that collect data that researchers analyse after the trials. Any recommendations?
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Right you are Alexandros Kontotasios
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Sleep is known for its immuno-modulatory and immune strengthening effects. Different sleep stage specific deprivations studies across animal kingdom are found correlated with many patho-physiological, immune-weakening and health detrimental issues. Is the lack of sleep with modern stress and socio-economical changes are driving the immuno-deficiency in humans to combat virus challenges?
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Proper sleep is must for healthy immune system which may help avoid the risk of coronavirus (COVID-19) infection.
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High oil prices, environmental crises, and increasing energy demand have been the driving forces for rapid growth of renewable energy worldwide. All these forces have been weakened by COVID-19. The economic growth has reversed toward a worldwide recession. Consequently, the energy demand has reduced, leading to a surplus in the oil production and reduced price. In addition, with the slowdown of economy and transportation the global warming and air pollution may lose their positive reasoning for RE. What would be the impact of these all on RE?
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" The Stone Age Did Not End Because the World Ran Out of Stones, and the Oil Age Will Not End Because We Run Out of Oil" :)
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Hi,
I will have data for driver behavior which will be collected with driving simulator. Steer angle and lateral car displacement is common variable for driving performance. Im thinking about how can i categorized good and bad driving performance by determining threshold or range of lateral displacement or steer angle as bad driving behavior.
Regards,
Faezeh
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Robert Barbour Thanks Robert. I appreciate your help.
Good luck,
Faezeh
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I am studying Lake Tana Fisheries. Some species currently found under the IUCN list.
Some driving forces are irrigation and sand mining on their spawning grounds, overfishing, drought, waste from agriculture and urbanization, invasive species like water hyacinth. So, recently, some species are critically treated. I want to know the whole the species population structure from the lake, their status from their spawning grounds (tributary rivers), population dynamics, the extent of impact levels due to the above driving forces, population genetics from lake and rivers.
So, I am happy any one help me which type of models, methodology and share me your experience or any recent related works
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My opinion, in general terms:
1) You'll want to figure out how to quantify the anthropogenic factors you are interested in (i.e., overfishing, agricultural use, etc.) so you can evaluate them as potential explanatory variables. For the tributary rivers (if that is your scale of interest), you could quantify agricultural or urban land use by calculating the % of the catchment or riparian area bordering the tributary that consists of agricultural or urban land. To quantify irrigation effects, you could use the quantity of water abstracted (if that is available), percent water loss, or # of abstraction points. Invasive species: density per unit area of non-native taxa, or non-native to native taxa abundance ratio. Sand mining: number of mines or relative amount of sand extracted per tributary. Overfishing: average annual harvest (by weight or number) for each tributary.
2) You'll need to identify one or more response metrics such as fish density, fish average size, number of spawning pairs, average body condition, size spectra, or food-chain length that you believe will be affected by the habitat factors. Then you'll need to acquire data (historical or go to the field) to collect these metrics.
3) Test your hypotheses using a modelling framework suitable for your data.
You might find the papers I've attached useful: 1) we focused on the effects of water abstraction on fish assemblages and 2) the effects of catchment land cover on fish assemblages
I am less-versed in the genetics realm so I won't weigh in on what the approach should be for the population genetics aspect.
Hope that helps and good luck!
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See photo, today I had small icy "spikes" on my tie after driving a few miles to work in temperatures just below freezing. I circled a few, not all, of the spikes or dendrites in the photo. I've driven in snowy winters for over 40 years and don't recall seeing this before, so as a fluids guy I got interested. Anyone see this before? Anyone model it?
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On another day, a warmer day, I took a close look, and there are small rubber filaments that the ice had formed on. These were brand new tires, and the filaments had not worn off yet. So the regular spacing is from the manufactured filaments. Sorry, no fluid instability at play here.
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I would like to know about the following points :
1: 
what is the value of torque constant (Kt) of Dynamixel MX-106T/R servo motors??
2:
is there any torque-current characteristics curve of the  Dynamixel MX-106T/R servo motors??
or
3:
if I  have the recorded present current values of the motor then how to relate with the motor driving torque...?? (kindly see the enclosed file of the recorded current from )
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Autonomous Driving:
We just get from the sensors (Lidar, Radar, Video) the position of the other objects (x, y) and directly (Radar x´) and indirectly (LAser, Video by differentiating y we get y´).
How can we get x´´ and y´´, which means the prediction of the trajectory of the other objects?
1.) We can extrapolate x´and y´ by Kalman filters.
2.) We can make a driving dynamics prediction by taking Kamm´s circle.
3.) We can make a prediction based on the environment like curves and stop signs, traffic lights.
4.) We make an ethical prediction by estimating how the other driver/pedestrian/cyclist behaves to not cause an accident.
Especially to points 3 and 4 I would like to get bettern known the state of the art. Who knows the relevant research in this field?
Thanks
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With any predictive model, human behavior is tricky and one cannot really, that I know of, predict it with any high degree of certitude. To start, you would need an enormous volume of watched data, be it driver or pedestrian movements.
That caution said, we are in the business of data gathering and observations, so who better than a seasoned traffic engineer to make learned predictions and then to inform ourselves or audiences that these are our best prognostications of how vehicles or people move.
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I want to research on aggressive and dangerous driving behavior. first I want to know does an aggressive driver necessarily dangerous driving? I mean if one person shows aggressive behavior, I can say '' he is a dangerous driver too''. is it right?
second I want to know the driver's performance reflects his behavior? I mean if I study driver behavior, I can extend it to his behavior. and Can I observe his behavior only with a questionnaire? how?
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Interesting area of research. You need to define what you mean by aggressive behaviour and dangerous behaviour. A list of the behaviours you consider fit each category would be helpful for your study. Then you need to describe how the two behaviours are related. Having taken these initial steps you need then to state your research question in a form that is testable in some way which you also need to identify. You mention questionnaires.. which are a useful tools for some types of study.. mainly around what people are prepared to say about themselves. Be cautious about the goodness of fit between study variables.
I suggest that when you have a clear research question you can then search the literature for prior studies related to your interest. Prior work will help in deciding how you could go about your study.
You may find this global study interesting:
Gallop Europe Aggressive driving behaviour is a global issue.