Neural Representations for Sensory-Motor Control, III: Learning a Body-Centered Representation of 3-D Target Position

A neural model is described of how the brain may autonomously learn a body-centered representation of 3-D target position by combining information about retinal target position, eye position, and head position in real time. Such a body-centered spatial representation enables accurate movement commands to the limbs to be generated despite changes in the spatial relationships between the eyes, head, body, and limbs through time. The model learns a vector representation--otherwise known as a parcellated distributed representation--of target vergence with respect to the two eyes, and of the horizontal and vertical spherical angles of the target with respect to a cyclopean egocenter. Such a vergence-spherical representation has been reported in the caudal midbrain and medulla of the frog, as well as in psychophysical movement studies in humans. A head-centered vergence-spherical representation of foveated target position can be generated by two stages of opponent processing that combine corollary discharges of outflow movement signals to the two eyes. Sums and differences of opponent signals define angular and vergence coordinates, respectively. The head-centered representation interacts with a binocular visual representation of non-foveated target position to learn a visuomotor representation of both foveated and non-foveated target position that is capable of commanding yoked eye movementes. This head-centered vector representation also interacts with representations of neck movement commands to learn a body-centered estimate of target position that is capable of commanding coordinated arm movements. Learning occurs during head movements made while gaze remains fixed on a foveated target. An initial estimate is stored and a VOR-mediated gating signal prevents the stored estimate from being reset during a gaze-maintaining head movement. As the head moves, new estimates arc compared with the stored estimate to compute difference vectors which act as error signals that drive the learning process, as well as control the on-line merging of multimodal information.

Laminar Cortical Dynamics of Cognitive and Motor Working Memory, Sequence Learning and Performance: Toward a Unified Theory of How the Cerebral Cortex Works

How do the layered circuits of prefrontal and motor cortex carry out working memory storage, sequence learning, and voluntary sequential item selection and performance? A neural model called LIST PARSE is presented to explain and quantitatively simulate cognitive data about both immediate serial recall and free recall, including bowing of the serial position performance curves, error-type distributions, temporal limitations upon recall, and list length effects. The model also qualitatively explains cognitive effects related to attentional modulation, temporal grouping, variable presentation rates, phonemic similarity, presentation of non-words, word frequency/item familiarity and list strength, distracters and modality effects. In addition, the model quantitatively simulates neurophysiological data from the macaque prefrontal cortex obtained during sequential sensory-motor imitation and planned performance. The article further develops a theory concerning how the cerebral cortex works by showing how variations of the laminar circuits that have previously clarified how the visual cortex sees can also support cognitive processing of sequentially organized behaviors.

How Spinal Neural Networks Reduce Discrepancies between Motor Intention and Motor Realization

This paper attempts a rational, step-by-step reconstruction of many aspects of the mammalian neural circuitry known to be involved in the spinal cord's regulation of opposing muscles acting on skeletal segments. Mathematical analyses and local circuit simulations based on neural membrane equations are used to clarify the behavioral function of five fundamental cell types, their complex connectivities, and their physiological actions. These cell types are: α-MNs, γ-MNs, IaINs, IbINs, and Renshaw cells. It is shown that many of the complexities of spinal circuitry are necessary to ensure near invariant realization of motor intentions when descending signals of two basic types independently vary over large ranges of magnitude and rate of change. Because these two types of signal afford independent control, or Factorization, of muscle LEngth and muscle TEnsion, our construction was named the FLETE model (Bullock and Grossberg, 1988b, 1989). The present paper significantly extends the range of experimental data encompassed by this evolving model.

A Self-Organizing Neural Network Model for Redundant Sensory-Motor Control, Motor Equivalence, and Tool Use

A neural network is introduced which provides a solution of the classical motor equivalence problem, whereby many different joint configurations of a redundant manipulator can all be used to realize a desired trajectory in 3-D space. To do this, the network self-organizes a mapping from motion directions in 3-D space to velocity commands in joint space. Computer simulations demonstrate that, without any additional learning, the network can generate accurate movement commands that compensate for variable tool lengths, clamping of joints, distortions of visual input by a prism, and unexpected limb perturbations. Blind reaches have also been simulated.

Neural Representations for Sensory-Motor Control I: Head-Centered 3-D Target Positions from Opponent Eye Commands

This article describes how corollary discharges from outflow eye movement commands can be transformed by two stages of opponent neural processing into a head-centered representation of 3-D target position. This representation implicitly defines a cyclopean coordinate system whose variables approximate the binocular vergence and spherical horizontal and vertical angles with respect to the observer's head. Various psychophysical data concerning binocular distance perception and reaching behavior are clarified by this representation. The representation provides a foundation for learning head-centered and body-centered invariant representations of both foveated and non-foveated 3-D target positions. It also enables a solution to be developed of the classical motor equivalence problem, whereby many different joint configurations of a redundant manipulator can all be used to realize a desired trajectory in 3-D space.

A Self-Organizing Neural Model of Motor Equivalent Reaching and Tool Use by a Multijoint Arm

This paper describes a self-organizing neural model for eye-hand coordination. Called the DIRECT model, it embodies a solution of the classical motor equivalence problem. Motor equivalence computations allow humans and other animals to flexibly employ an arm with more degrees of freedom than the space in which it moves to carry out spatially defined tasks under conditions that may require novel joint configurations. During a motor babbling phase, the model endogenously generates movement commands that activate the correlated visual, spatial, and motor information that are used to learn its internal coordinate transformations. After learning occurs, the model is capable of controlling reaching movements of the arm to prescribed spatial targets using many different combinations of joints. When allowed visual feedback, the model can automatically perform, without additional learning, reaches with tools of variable lengths, with clamped joints, with distortions of visual input by a prism, and with unexpected perturbations. These compensatory computations occur within a single accurate reaching movement. No corrective movements are needed. Blind reaches using internal feedback have also been simulated. The model achieves its competence by transforming visual information about target position and end effector position in 3-D space into a body-centered spatial representation of the direction in 3-D space that the end effector must move to contact the target. The spatial direction vector is adaptively transformed into a motor direction vector, which represents the joint rotations that move the end effector in the desired spatial direction from the present arm configuration. Properties of the model are compared with psychophysical data on human reaching movements, neurophysiological data on the tuning curves of neurons in the monkey motor cortex, and alternative models of movement control.

Las infraestructuras de recarga y el despegue del vehículo eléctrico.

Este trabajo revisa la evolución y estado actual de la automoción eléctrica; analiza las ventajas ambientales, de eficiencia energética y de costes del motor eléctrico frente al de combustión interna; y presenta como limitaciones para el uso del vehículo eléctrico, el desarrollo actual de las baterías recargables y la lenta implantación de electrolineras. Con el objetivo de contribuir al desarrollo de una actividad económica respetuosa con el medio ambiente y basada en nuevas tecnologías, se proyecta, a partir de experiencias previas, una instalación de puntos de recarga para una ciudad de 50.000 habitantes con un parque de 100 vehículos eléctricos que dispone de dos plazas de recarga rápida (poste trifásico 400V CA), siete plazas de recarga lenta (postes monofásicos 230V CA) y de 50 módulos fotovoltaicos que producen diariamente la energía equivalente a la recarga lenta de un vehículo en los meses fríos y de dos en los meses cálidos.

Christian Gottlob Neefe and the Bonn National Theatre, with New Light on the Beethoven Family

When the Bonn stage was closed after the death of Elector Max Friedrich in 1784, the director of its theatre company, Gustav Friedrich Wilhelm Großmann, decided to leave the city to further his career elsewhere in the Rhinelands. During the next few years, he was kept informed about developments in Bonn by two of his erstwhile colleagues, Christian Gottlob Neefe and Nikolaus Simrock, whose correspondence paints a vivid picture of musical life in the city during the later 1780s. The new Elector, Maximilian Franz, permitted a visiting troupe to perform during Carnival each year, but repeatedly delayed the decision to re-establish a resident troupe. In 1787 Christoph Brandt, a singer in the Bonn Hofkapelle, attempted a home-grown initiative, perhaps to test the market for a new permanent company. Although this failed almost immediately, a single, well-attended public rehearsal of Monsigny’s Le Déserteur was given, in which Johann van Beethoven made what was probably his last stage appearance. In a letter dated 14 May 1787, Simrock rated his performance ‘zimlich gut’. In the event, a new Bonn troupe was not recruited until 1789, when it featured the young singer Magdalena Willmann. Neefe and his musical colleagues were relieved finally to be able to resume their theatrical careers.

Human resource management practices in the multinational company: A test of system, societal, and dominance effects

Does the use of HRM practices by multinational companies (MNCs) reflect their national origins or are practices similar regardless of context? To the extent that practices are similar, is there any evidence of global best standards? The authors use the system, societal, and dominance framework to address these questions through analysis of 1,100 MNC subsidiaries in Canada, Ireland, Spain, and the United Kingdom. They argue that this framework offers a richer account than alternatives such as varieties of capitalism. The study moves beyond previous research by differentiating between system effects at the global level and dominance effects arising from the diffusion of practices from a dominant economy. It shows that both effects are present, as are some differences at the societal level. Results suggest that MNCs configure their HRM practices in response to all three forces rather than to some uniform global best practices or to their national institutional contexts.

Why Are Some Subsidiaries of Multinationals the Source of Novel Practices while Others Are Not? National, Corporate and Functional Influences

It has frequently been argued that multinational companies are moving towards network forms whereby subsidiaries share different practices with the rest of the company. This paper presents large-scale empirical evidence concerning the extent to which subsidiaries input novel practices into the rest of the multinational. We investigate this in the field of human resources through analysis of a unique international data set in four host countries - Canada, Ireland, Spain and the UK - and address the question of how we can explain variation between subsidiaries in terms of whether they initiate the diffusion of practices to other subsidiaries. The data support the argument that multiple, rather than single, factor explanations are required to more effectively understand the factors promoting or retarding the diffusion of human resource practices within multinational companies. It emerges that national, corporate and functional contexts all matter. More specifically, actors at subsidiary level who seek to initiate diffusion appear to be differentially placed according to their national context, their place within corporate structures and the extent to which the human resource function is internationally networked.

Selection of the most appropriate roadside vehicle restraint system – the SAVeRS project

Run Off Road (ROR) crashes are road accidents that often result in severe injuries or fatalities. To reduce the severity of ROR crashes, “forgiving roadsides” need to be designed and this includes identifying situations where there is a need for a Vehicle Restraint System (VRS) and what appropriate VRS should be selected for a specific location and traffic condition. Whilst there are standards covering testing, evaluation and classification of VRS within Europe (EN1317 parts 1 to 8), their selection, location and installation requirements are typically based upon national guidelines and standards, often produced by National Road Authorities (NRA) and/or overseeing organisations. Due to local conditions, these national guidelines vary across Europe.
The European SAVeRS project funded by CEDR has developed a practical and readily understandable VRS guidance document and a user-friendly software tool which allow designers and road administrations to select the most appropriate solution in different road and traffic conditions.
This paper describes the main outcomes of the project, the process to select the most appropriate roadside barrier, and the user friendly SAVeRS tool.

Effect of vehicle characteristics on safety, fuel use and emissions

Nos últimos anos, o número de vítimas de acidentes de tráfego por milhões de habitantes em Portugal tem sido mais elevado do que a média da União Europeia. Ao nível nacional torna-se premente uma melhor compreensão dos dados de acidentes e sobre o efeito do veículo na gravidade do mesmo. O objetivo principal desta investigação consistiu no desenvolvimento de modelos de previsão da gravidade do acidente, para o caso de um único veículo envolvido e para caso de uma colisão, envolvendo dois veículos. Além disso, esta investigação compreendeu o desenvolvimento de uma análise integrada para avaliar o desempenho do veículo em termos de segurança, eficiência energética e emissões de poluentes. Os dados de acidentes foram recolhidos junto da Guarda Nacional Republicana Portuguesa, na área metropolitana do Porto para o período de 2006-2010. Um total de 1,374 acidentes foram recolhidos, 500 acidentes envolvendo um único veículo e 874 colisões. Para a análise da segurança, foram utilizados modelos de regressão logística. Para os acidentes envolvendo um único veículo, o efeito das características do veículo no risco de feridos graves e/ou mortos (variável resposta definida como binária) foi explorado. Para as colisões envolvendo dois veículos foram criadas duas variáveis binárias adicionais: uma para prever a probabilidade de feridos graves e/ou mortos num dos veículos (designado como veículo V1) e outra para prever a probabilidade de feridos graves e/ou mortos no outro veículo envolvido (designado como veículo V2). Para ultrapassar o desafio e limitações relativas ao tamanho da amostra e desigualdade entre os casos analisados (apenas 5.1% de acidentes graves), foi desenvolvida uma metodologia com base numa estratégia de reamostragem e foram utilizadas 10 amostras geradas de forma aleatória e estratificada para a validação dos modelos. Durante a fase de modelação, foi analisado o efeito das características do veículo, como o peso, a cilindrada, a distância entre eixos e a idade do veículo. Para a análise do consumo de combustível e das emissões, foi aplicada a metodologia CORINAIR. Posteriormente, os dados das emissões foram modelados de forma a serem ajustados a regressões lineares. Finalmente, foi desenvolvido um indicador de análise integrada (denominado “SEG”) que proporciona um método de classificação para avaliar o desempenho do veículo ao nível da segurança rodoviária, consumos e emissões de poluentes.Face aos resultados obtidos, para os acidentes envolvendo um único veículo, o modelo de previsão do risco de gravidade identificou a idade e a cilindrada do veículo como estatisticamente significativas para a previsão de ocorrência de feridos graves e/ou mortos, ao nível de significância de 5%. A exatidão do modelo foi de 58.0% (desvio padrão (D.P.) 3.1). Para as colisões envolvendo dois veículos, ao prever a probabilidade de feridos graves e/ou mortos no veículo V1, a cilindrada do veículo oposto (veículo V2) aumentou o risco para os ocupantes do veículo V1, ao nível de significância de 10%. O modelo para prever o risco de gravidade no veículo V1 revelou um bom desempenho, com uma exatidão de 61.2% (D.P. 2.4). Ao prever a probabilidade de feridos graves e/ou mortos no veículo V2, a cilindrada do veículo V1 aumentou o risco para os ocupantes do veículo V2, ao nível de significância de 5%. O modelo para prever o risco de gravidade no veículo V2 também revelou um desempenho satisfatório, com uma exatidão de 40.5% (D.P. 2.1). Os resultados do indicador integrado SEG revelaram que os veículos mais recentes apresentam uma melhor classificação para os três domínios: segurança, consumo e emissões. Esta investigação demonstra que não existe conflito entre a componente da segurança, a eficiência energética e emissões relativamente ao desempenho dos veículos.

Improving energy efficiency in the road freight transport sector: the application of a vehicle approach

Several approaches can be used to analyse performance, energy consumption and CO2 emissions in freight transport. In this paper we define and apply a vehicle-oriented, bottom up survey approach, the so called ‘vehicle approach’, in contrast to a ‘supply chain approach’. The main objective of the approach is to assess the impacts of various freight transport operations on efficiency and energy use. We apply the approach, comparing official statistics on freight transport and energy efficiency in Britain and France. Results on freight intensity, vehicle utilisation, fuel use, fuel efficiency and CO2 intensity are compared for the two countries. The results indicate comparable levels of operational and fuel efficiency in road freight transport operations in the two countries. Issues that can be addressed with the vehicle approach include: the impacts of technology innovations and logistics decisions implemented in freight companies, and the quantification of the effect of policy measures on fuel use at the national level.

Avaliação do aumento da eficiência energética de uma central de frio

Dissertação para a obtenção do grau de Mestre Em Engenharia Electrotécnica Ramo de Energia

Estudo da Viabilidade Técnico-Económica de umm Sistema de Cogeração para um Complexo de Piscinas Interiores

A presente dissertação centrou-se no estudo técnico-económico de dois cenários futuros para a continuação de fornecimento de energia térmica a um complexo de piscinas existente na região do vale do Tâmega. Neste momento a central de cogeração existente excedeu a sua licença de utilização e necessita de ser substituída. Os dois cenários em estudo são a compra de uma nova caldeira, a gás natural, para suprir as necessidades térmicas da caldeira existente a fuelóleo, ou o uso de um sistema de cogeração compacto que poderá estar disponível numa empresa do grupo. No primeiro cenário o investimento envolvido é cerca de 456 640 € sem proveitos de outra ordem para além dos requisitos térmicos, mas no segundo cenário os resultados são bem diferentes, mesmo que tenha de ser realizado o investimento de 1 000 000 € na instalação. Para este cenário foi efetuado um levantamento da legislação nacional no que toca à cogeração, recolheram-se dados do edifício como: horas de funcionamento, número de utentes, consumos de energia elétrica, térmica, água, temperatura da água das piscinas, temperatura do ar da nave, assim como as principais características da instalação de cogeração compacta. Com esta informação realizou-se o balanço de massa e energia e criou-se um modelo da nova instalação em software de modelação processual (Aspen Plus® da AspenTech). Os rendimentos térmico e elétrico obtidos da nova central de cogeração compacta foram, respetivamente, de 38,1% e 39,8%, com uma percentagem de perdas de 12,5% o que determinou um rendimento global de 78%. A avaliação da poupança de energia primária para esta instalação de cogeração compacta foi de 19,6 % o que permitiu concluir que é de elevada eficiência. O modelo criado permitiu compreender as necessidades energéticas, determinar alguns custos associados ao processo e simular o funcionamento da unidade com diferentes temperaturas de ar ambiente (cenários de verão e inverno com temperaturas médias de 20ºC e 5ºC). Os resultados revelaram uma diminuição de 1,14 €/h no custo da electricidade e um aumento do consumo de gás natural de 62,47 €/h durante o período mais frio no inverno devido ao aumento das perdas provocadas pela diminuição da temperatura exterior. Com esta nova unidade de cogeração compacta a poupança total anual pode ser, em média, de 267 780 € admitindo um valor para a manutenção de 97 698 €/ano. Se assim for, o projeto apresenta um retorno do investimento ao fim de 5 anos, com um VAL de 1 030 430 € e uma taxa interna de rentabilidade (TIR) de 14% (positiva, se se considerar a taxa de atualização do investimento de 3% para 15 anos de vida). Apesar do custo inicial ser elevado, os parâmetros económicos mostram que o projeto tem viabilidade económica e dará lucro durante cerca de 9 anos.