Endogenous-like orienting of visual attention in rats

This study investigated the orienting of visual attention in rats using a 3-hole nose-poke task analogous to Posner, Information processing in cognition: the Loyola Symposium, Erlbaum, Hillsdale, (1980) covert attention task for humans. The effects of non-predictive (50% valid and 50% invalid) and predictive (80% valid and 20% invalid) peripheral visual cues on reaction times and response accuracy to a target stimulus, using Stimuli-Onset Asynchronies (SOAs) varying between 200 and 1,200 ms, were investigated. The results showed shorter reaction times in valid trials relative to invalid trials for both subjects trained in the non-predictive and predictive conditions, particularly when the SOAs were 200 and 400 ms. However, the magnitude of this validity effect was significantly greater for subjects exposed to predictive cues, when the SOA was 800 ms. Subjects exposed to invalid predictive cues exhibited an increase in omission errors relative to subjects exposed to invalid non-predictive cues. In contrast, valid cues reduced the proportion of omission errors for subjects trained in the predictive condition relative to subjects trained in the non-predictive condition. These results are congruent with those usually reported for humans and indicate that, in addition to the exogenous capture of attention promoted by both predictive and non-predictive peripheral cues, rats exposed to predictive cues engaged an additional slower process equivalent to human`s endogenous orienting of attention. To our knowledge, this is the first demonstration of an endogenous-like process of covert orienting of visual attention in rats.

Neglect-like visual exploration behaviour after theta burst transcranial magnetic stimulation of the right posterior parietal cortex

The right posterior parietal cortex (PPC) is critically involved in visual exploration behaviour, and damage to this area may lead to neglect of the left hemispace. We investigated whether neglect-like visual exploration behaviour could be induced in healthy subjects using theta burst repetitive transcranial magnetic stimulation (rTMS). To this end, one continuous train of theta burst rTMS was applied over the right PPC in 12 healthy subjects prior to a visual exploration task where colour photographs of real-life scenes were presented on a computer screen. In a control experiment, stimulation was also applied over the vertex. Eye movements were measured, and the distribution of visual fixations in the left and right halves of the screen was analysed. In comparison to the performance of 28 control subjects without stimulation, theta burst rTMS over the right PPC, but not the vertex, significantly decreased cumulative fixation duration in the left screen-half and significantly increased cumulative fixation duration in the right screen-half for a time period of 30 min. These results suggest that theta burst rTMS is a reliable method of inducing transient neglect-like visual exploration behaviour.

On-road visual vehicle tracking using Markov chain Monte Carlo with metropolis sampling

In this study, a method for vehicle tracking through video analysis based on Markov chain Monte Carlo (MCMC) particle filtering with metropolis sampling is proposed. The method handles multiple targets with low computational requirements and is, therefore, ideally suited for advanced-driver assistance systems that involve real-time operation. The method exploits the removed perspective domain given by inverse perspective mapping (IPM) to define a fast and efficient likelihood model. Additionally, the method encompasses an interaction model using Markov Random Fields (MRF) that allows treatment of dependencies between the motions of targets. The proposed method is tested in highway sequences and compared to state-of-the-art methods for vehicle tracking, i.e., independent target tracking with Kalman filtering (KF) and joint tracking with particle filtering. The results showed fewer tracking failures using the proposed method.

Co-simulation Methodologies for Hybrid and Electric Vehicle Dynamics

In recent decades, full electric and hybrid electric vehicles have emerged as an alternative to conventional cars due to a range of factors, including environmental and economic aspects. These vehicles are the result of considerable efforts to seek ways of reducing the use of fossil fuel for vehicle propulsion. Sophisticated technologies such as hybrid and electric powertrains require careful study and optimization. Mathematical models play a key role at this point. Currently, many advanced mathematical analysis tools, as well as computer applications have been built for vehicle simulation purposes. Given the great interest of hybrid and electric powertrains, along with the increasing importance of reliable computer-based models, the author decided to integrate both aspects in the research purpose of this work. Furthermore, this is one of the first final degree projects held at the ETSII (Higher Technical School of Industrial Engineers) that covers the study of hybrid and electric propulsion systems. The present project is based on MBS3D 2.0, a specialized software for the dynamic simulation of multibody systems developed at the UPM Institute of Automobile Research (INSIA). Automobiles are a clear example of complex multibody systems, which are present in nearly every field of engineering. The work presented here benefits from the availability of MBS3D software. This program has proven to be a very efficient tool, with a highly developed underlying mathematical formulation. On this basis, the focus of this project is the extension of MBS3D features in order to be able to perform dynamic simulations of hybrid and electric vehicle models. This requires the joint simulation of the mechanical model of the vehicle, together with the model of the hybrid or electric powertrain. These sub-models belong to completely different physical domains. In fact the powertrain consists of energy storage systems, electrical machines and power electronics, connected to purely mechanical components (wheels, suspension, transmission, clutch…). The challenge today is to create a global vehicle model that is valid for computer simulation. Therefore, the main goal of this project is to apply co-simulation methodologies to a comprehensive model of an electric vehicle, where sub-models from different areas of engineering are coupled. The created electric vehicle (EV) model consists of a separately excited DC electric motor, a Li-ion battery pack, a DC/DC chopper converter and a multibody vehicle model. Co-simulation techniques allow car designers to simulate complex vehicle architectures and behaviors, which are usually difficult to implement in a real environment due to safety and/or economic reasons. In addition, multi-domain computational models help to detect the effects of different driving patterns and parameters and improve the models in a fast and effective way. Automotive designers can greatly benefit from a multidisciplinary approach of new hybrid and electric vehicles. In this case, the global electric vehicle model includes an electrical subsystem and a mechanical subsystem. The electrical subsystem consists of three basic components: electric motor, battery pack and power converter. A modular representation is used for building the dynamic model of the vehicle drivetrain. This means that every component of the drivetrain (submodule) is modeled separately and has its own general dynamic model, with clearly defined inputs and outputs. Then, all the particular submodules are assembled according to the drivetrain configuration and, in this way, the power flow across the components is completely determined. Dynamic models of electrical components are often based on equivalent circuits, where Kirchhoff’s voltage and current laws are applied to draw the algebraic and differential equations. Here, Randles circuit is used for dynamic modeling of the battery and the electric motor is modeled through the analysis of the equivalent circuit of a separately excited DC motor, where the power converter is included. The mechanical subsystem is defined by MBS3D equations. These equations consider the position, velocity and acceleration of all the bodies comprising the vehicle multibody system. MBS3D 2.0 is entirely written in MATLAB and the structure of the program has been thoroughly studied and understood by the author. MBS3D software is adapted according to the requirements of the applied co-simulation method. Some of the core functions are modified, such as integrator and graphics, and several auxiliary functions are added in order to compute the mathematical model of the electrical components. By coupling and co-simulating both subsystems, it is possible to evaluate the dynamic interaction among all the components of the drivetrain. ‘Tight-coupling’ method is used to cosimulate the sub-models. This approach integrates all subsystems simultaneously and the results of the integration are exchanged by function-call. This means that the integration is done jointly for the mechanical and the electrical subsystem, under a single integrator and then, the speed of integration is determined by the slower subsystem. Simulations are then used to show the performance of the developed EV model. However, this project focuses more on the validation of the computational and mathematical tool for electric and hybrid vehicle simulation. For this purpose, a detailed study and comparison of different integrators within the MATLAB environment is done. Consequently, the main efforts are directed towards the implementation of co-simulation techniques in MBS3D software. In this regard, it is not intended to create an extremely precise EV model in terms of real vehicle performance, although an acceptable level of accuracy is achieved. The gap between the EV model and the real system is filled, in a way, by introducing the gas and brake pedals input, which reflects the actual driver behavior. This input is included directly in the differential equations of the model, and determines the amount of current provided to the electric motor. For a separately excited DC motor, the rotor current is proportional to the traction torque delivered to the car wheels. Therefore, as it occurs in the case of real vehicle models, the propulsion torque in the mathematical model is controlled through acceleration and brake pedal commands. The designed transmission system also includes a reduction gear that adapts the torque coming for the motor drive and transfers it. The main contribution of this project is, therefore, the implementation of a new calculation path for the wheel torques, based on performance characteristics and outputs of the electric powertrain model. Originally, the wheel traction and braking torques were input to MBS3D through a vector directly computed by the user in a MATLAB script. Now, they are calculated as a function of the motor current which, in turn, depends on the current provided by the battery pack across the DC/DC chopper converter. The motor and battery currents and voltages are the solutions of the electrical ODE (Ordinary Differential Equation) system coupled to the multibody system. Simultaneously, the outputs of MBS3D model are the position, velocity and acceleration of the vehicle at all times. The motor shaft speed is computed from the output vehicle speed considering the wheel radius, the gear reduction ratio and the transmission efficiency. This motor shaft speed, somehow available from MBS3D model, is then introduced in the differential equations corresponding to the electrical subsystem. In this way, MBS3D and the electrical powertrain model are interconnected and both subsystems exchange values resulting as expected with tight-coupling approach.When programming mathematical models of complex systems, code optimization is a key step in the process. A way to improve the overall performance of the integration, making use of C/C++ as an alternative programming language, is described and implemented. Although this entails a higher computational burden, it leads to important advantages regarding cosimulation speed and stability. In order to do this, it is necessary to integrate MATLAB with another integrated development environment (IDE), where C/C++ code can be generated and executed. In this project, C/C++ files are programmed in Microsoft Visual Studio and the interface between both IDEs is created by building C/C++ MEX file functions. These programs contain functions or subroutines that can be dynamically linked and executed from MATLAB. This process achieves reductions in simulation time up to two orders of magnitude. The tests performed with different integrators, also reveal the stiff character of the differential equations corresponding to the electrical subsystem, and allow the improvement of the cosimulation process. When varying the parameters of the integration and/or the initial conditions of the problem, the solutions of the system of equations show better dynamic response and stability, depending on the integrator used. Several integrators, with variable and non-variable step-size, and for stiff and non-stiff problems are applied to the coupled ODE system. Then, the results are analyzed, compared and discussed. From all the above, the project can be divided into four main parts: 1. Creation of the equation-based electric vehicle model; 2. Programming, simulation and adjustment of the electric vehicle model; 3. Application of co-simulation methodologies to MBS3D and the electric powertrain subsystem; and 4. Code optimization and study of different integrators. Additionally, in order to deeply understand the context of the project, the first chapters include an introduction to basic vehicle dynamics, current classification of hybrid and electric vehicles and an explanation of the involved technologies such as brake energy regeneration, electric and non-electric propulsion systems for EVs and HEVs (hybrid electric vehicles) and their control strategies. Later, the problem of dynamic modeling of hybrid and electric vehicles is discussed. The integrated development environment and the simulation tool are also briefly described. The core chapters include an explanation of the major co-simulation methodologies and how they have been programmed and applied to the electric powertrain model together with the multibody system dynamic model. Finally, the last chapters summarize the main results and conclusions of the project and propose further research topics. In conclusion, co-simulation methodologies are applicable within the integrated development environments MATLAB and Visual Studio, and the simulation tool MBS3D 2.0, where equation-based models of multidisciplinary subsystems, consisting of mechanical and electrical components, are coupled and integrated in a very efficient way.

Peropsin, a novel visual pigment-like protein located in the apical microvilli of the retinal pigment epithelium

A visual pigment-like protein, referred to as peropsin, has been identified by large-scale sequencing of cDNAs derived from human ocular tissues. The corresponding mRNA was found only in the eye, where it is localized to the retinal pigment epithelium (RPE). Peropsin immunoreactivity, visualized by light and electron microscopy, localizes the protein to the apical face of the RPE, and most prominently to the microvilli that surround the photoreceptor outer segments. These observations suggest that peropsin may play a role in RPE physiology either by detecting light directly or by monitoring the concentration of retinoids or other photoreceptor-derived compounds.

Integrated architecture for vision-based indoor localization and mapping of a quadrotor micro-air vehicle

Atualmente os sistemas de pilotagem autónoma de quadricópteros estão a ser desenvolvidos de forma a efetuarem navegação em espaços exteriores, onde o sinal de GPS pode ser utilizado para definir waypoints de navegação, modos de position e altitude hold, returning home, entre outros. Contudo, o problema de navegação autónoma em espaços fechados sem que se utilize um sistema de posicionamento global dentro de uma sala, subsiste como um problema desafiante e sem solução fechada. Grande parte das soluções são baseadas em sensores dispendiosos, como o LIDAR ou como sistemas de posicionamento externos (p.ex. Vicon, Optitrack). Algumas destas soluções reservam a capacidade de processamento de dados dos sensores e dos algoritmos mais exigentes para sistemas de computação exteriores ao veículo, o que também retira a componente de autonomia total que se pretende num veículo com estas características. O objetivo desta tese pretende, assim, a preparação de um sistema aéreo não-tripulado de pequeno porte, nomeadamente um quadricóptero, que integre diferentes módulos que lhe permitam simultânea localização e mapeamento em espaços interiores onde o sinal GPS ´e negado, utilizando, para tal, uma câmara RGB-D, em conjunto com outros sensores internos e externos do quadricóptero, integrados num sistema que processa o posicionamento baseado em visão e com o qual se pretende que efectue, num futuro próximo, planeamento de movimento para navegação. O resultado deste trabalho foi uma arquitetura integrada para análise de módulos de localização, mapeamento e navegação, baseada em hardware aberto e barato e frameworks state-of-the-art disponíveis em código aberto. Foi também possível testar parcialmente alguns módulos de localização, sob certas condições de ensaio e certos parâmetros dos algoritmos. A capacidade de mapeamento da framework também foi testada e aprovada. A framework obtida encontra-se pronta para navegação, necessitando apenas de alguns ajustes e testes.

Small car driver inflatable restraint system evaluation. Volume III: investigation of potential crash survivability of a current production subcompact vehicle equipped with an advanced driver restraint system. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Small car driver inflatable restraint system evaluation. Volume IV - evolving a low mount passenger air cushion restraint system (ACRS) for the Vega subcompact vehicle. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Used car safety standards (vehicle safety status). Final report. Volume II (SNS 1-10).

National Highway Safety Bureau, Washington, D.C.

An evaluation of Federal Motor Vehicle Safety Standards for passenger car steering assemblies. Standard 203 - impact protection for the driver. Standard 204 - rearward column displacement.

Mode of access: Internet.

Used car safety standards (vehicle safety status). Final report. Volume I.

National Highway Safety Bureau, Washington, D.C.

Used car safety standards (vehicle safety status). Final report. Volume IIA (SN 11 A).

National Highway Safety Bureau, Washington, D.C.

16th census of the United States: 1940. Census of business: 1939. Retail trade. Commodity sales: motor-vehicle dealers (new); accessory, tire, battery dealers; used-car dealers.

At head of title: U.S. Dept. of Commerce. Jesse H. Jones, Secretary. Bureau of the Census. J.C. Capt, Director ..

Program evaluation support for the motor vehicle diagnostic inspection demonstration projects. Volume I: used car owner survey. Final report.

National Highway Traffic Safety Administration, Office of Sate Vehicle Programs, Washington D. C.

Development of a motor vehicle materials historical high-volume industrial processing rates cost data bank (3500-4000 pound) full size car. Final report.

National Highway Traffic Safety Administration, Washington, D.C.