| 1. |
- Aghanavesi, Somayeh, 1981-, et al.
(författare)
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A multiple motion sensors index for motor state quantification in Parkinson's disease
- 2020
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Ingår i: Computer Methods and Programs in Biomedicine. - : Elsevier BV. - 0169-2607 .- 1872-7565. ; 189
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Tidskriftsartikel (refereegranskat)abstract
- Aim: To construct a Treatment Response Index from Multiple Sensors (TRIMS) for quantification of motor state in patients with Parkinson's disease (PD) during a single levodopa dose. Another aim was to compare TRIMS to sensor indexes derived from individual motor tasks. Method: Nineteen PD patients performed three motor tests including leg agility, pronation-supination movement of hands, and walking in a clinic while wearing inertial measurement unit sensors on their wrists and ankles. They performed the tests repeatedly before and after taking 150% of their individual oral levodopa-carbidopa equivalent morning dose.Three neurologists blinded to treatment status, viewed patients’ videos and rated their motor symptoms, dyskinesia, overall motor state based on selected items of Unified PD Rating Scale (UPDRS) part III, Dyskinesia scale, and Treatment Response Scale (TRS). To build TRIMS, out of initially 178 extracted features from upper- and lower-limbs data, 39 features were selected by stepwise regression method and were used as input to support vector machines to be mapped to mean reference TRS scores using 10-fold cross-validation method. Test-retest reliability, responsiveness to medication, and correlation to TRS as well as other UPDRS items were evaluated for TRIMS. Results: The correlation of TRIMS with TRS was 0.93. TRIMS had good test-retest reliability (ICC = 0.83). Responsiveness of the TRIMS to medication was good compared to TRS indicating its power in capturing the treatment effects. TRIMS was highly correlated to dyskinesia (R = 0.85), bradykinesia (R = 0.84) and gait (R = 0.79) UPDRS items. Correlation of sensor index from the upper-limb to TRS was 0.89. Conclusion: Using the fusion of upper- and lower-limbs sensor data to construct TRIMS provided accurate PD motor states estimation and responsive to treatment. In addition, quantification of upper-limb sensor data during walking test provided strong results. © 2019
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| 2. |
- Bärring, Maja, 1988, et al.
(författare)
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Factory Radio Design of a 5G Network in Offline Mode
- 2021
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Ingår i: IEEE Access. - 2169-3536 .- 2169-3536. ; 9, s. 23095-23109
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Tidskriftsartikel (refereegranskat)abstract
- The manufacturing industry is connecting people and equipment with new digital technologies, enabling a more continuous stream of data to represent processes. With more things connected, the interest in a connectivity solution that can support communication with high reliability and availability will increase. The fifth generation of telecommunication, i.e., 5G has promising features to deliver this, but the factory environment introduces new challenges to ensure reliable radio coverage. This will require efficient ways to plan the Factory Radio Design prior to installation. 3D laser scanning is used at an ever-increasing rate for capturing the spatial geometry in a virtual representation to perform layout planning of factories. This paper presents how to combine 3D laser scanning and physical optics (PO) for planning the Factory Radio Design of a cellular Long-Term Evolution (LTE) network (5G) in a virtual environment. 3D laser scanning is applied to obtain the spatial data of the factory and the virtual representation serves as the environment where PO computation techniques can be performed. The simulation result is validated in this paper by comparison to measurements of the installed network and empirical propagation models. The results of the study show promising opportunities to simulate the radio coverage in a virtual representation of a factory environment.
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| 3. |
- Johansson, Fredrik, 1983-
(författare)
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Microscopic Simulation of Pedestrian Traffic
- 2016
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- There has recently been a renewed interest in planning for pedestrian traffic, primarily in connection to public transport interchange stations, since these are important for public transport to constitute an attractive alternative to car usage. This thesis concerns microscopic simulation of pedestrian traffic, which is a promising tool for analyzing and predicting the traffic situation in a given pedestrian facility; particularly powerful when the traffic is congested. Important applications of microscopic simulation include comparison of possible infrastructure designs such as proposed interchange stations, and evaluations of various traffic management solutions, for example information systems.The purpose of this thesis is to advance the capabilities of pedestrian microsimulation toward a level at which it can be reliably applied for quantitative analysis by practitioners in the field. The work is based on an established microscopic model of pedestrian dynamics, the Social Force Model (sfm), and the advances are made in a number of different areas.To be able to evaluate and compare simulated traffic situations suitable performance measures are needed. A set of local performance measures are proposed that quantifies the local delay rate density and estimates the discomfort perceived by the pedestrians.The sfm is extended to include waiting pedestrians through the introduction of a waiting model, demonstrated to be stable and free from oscillations. The inclusion of waiting pedestrians in the model is critical for accurate modelling of public transport interchange stations, where large groups of waiting pedestrians may hinder passing pedestrians if the design of the station is poor.The relaxation time of the adaptation to the preferred velocity is an important parameter in force based models of pedestrian traffic since it affects several behaviors of the simulated pedestrians, two of which are linear acceleration and turning movements. A comparison of observations of accelerating pedestrians reported in the literature and new observations of turning pedestrians indicates that no value of the relaxation time can give model behavior consistent with both sets of observations. This indicates that modifications of the model is needed to accurately reproduce the observed behavior.An important input to simulations is the preferred speed of the simulated pedestrians. The common assumption that the preferred speed distribution at a location does not vary during the day is tested through observations of pedestrian traffic at Stockholm Central Station. The results demonstrate that the preferred speeds are lower in the afternoon than in the morning, implying that the preferred speed should be treated as a source of uncertainty when applying pedestrian microsimulation.Finally, a sensitivity analysis of a simulation of the lower hall of Stockholm Central Station is performed to find the most important sources of uncertainty in the model predictions, given the available data. The results indicate that the uncertainty related to calibration is the largest of the considered potential error sources.
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| 4. |
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| 5. |
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| 6. |
- Kleimark, Jonatan, 1982, et al.
(författare)
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Mechanistic Investigation of Iron-Catalyzed Coupling Reactions
- 2009
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Ingår i: ChemCatChem. - : Wiley. - 1867-3880 .- 1867-3899. ; 1:1, s. 152-161
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Tidskriftsartikel (refereegranskat)abstract
- The mechanism of the iron-catalyzed cross-coupling of aryl electrophiles with alkyl Grignard reagents is studied by a combination of GC monitoring, Hammett competition experiments, and DFT calculations. The reaction follows a pathway where an FeI complex, formed in situ, reacts in a rate-limiting oxidative addition with the aryl electrophile. A rapid thermoneutral transmetalation from a Grignard reagent occurs either before or after the oxidative addition, with little to differentiate between the two pathways. A reductive elimination of the resulting alkyl aryl FeIII complex closes the catalytic cycle. Iron in lower oxidation states can act as a competent precatalyst by oxidation into the FeI-FeIII cycle. FeII complexes can give FeI catalysts through reductive elimination of a bimetallic complex. Added ligands, dilution, and powerful aryl electrophiles all serve to increase the stability of the active catalyst, presumably by counteracting oligomerization of low-valent iron.
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| 7. |
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| 8. |
- Bodén, Daniel, 1983-
(författare)
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Systemmänniskan : En studie om människan, automationen och det senmoderna förnuftet
- 2016
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- How did the conformist “organization man” of modern welfare society turn into the restless and flexible market-rational individualist of late-modernity? And what role did technology play in this transformation? Drawing from inquiries like these, this doctoral thesis deals with topics such as technology, culture, and the production of social consciousness. The aim of the study is to elucidate the historical emergence of late-modern reason, visible in the socio-material process of automation.The study takes two mundane technical innovations as starting points to investigate dominant social values and rationalities embedded in, and emerging from material transformations in the production process of two late modern, Swedish organizations. Covering a period of roughly fifty years (1960–2013), the analysis relies on the interpretation of a variety of both contemporary and archived sources, including interviews, observations, witness accounts and archived material in the form of staff magazines, newspapers, photographs and official documents.While following a hermeneutical tradition of European ethnology the study is also an attempt to enrich its synchronous cultural analysis of everyday life with theory grounded in historical (dialectical) materialism. Along this line of thought the thesis suggests that many of the qualities, values and everyday experiences attributed to late-modernity, such as “flexibility”, “creativity” and “flat organizations” depend on the reification and embedding of modernist social forms, ideas and relations, such as instrumental rationality, routine labour and bureaucratic taxonomy into the material foundation of daily life.
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| 9. |
- Egeskog, Johan, et al.
(författare)
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Cyklisters utrymmesbehov : kunskapsunderlag till rekommendationer för utformning
- 2023
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Under hösten 2021 fick Transportstyrelsen i uppdrag av regeringen att analysera och vid behov lämna förslag till ändrade trafikregler för att andelen trafikanter som reser med cykel ska öka. Mot bakgrund av detta har Transportstyrelsen anlitat VTI, Statens väg- och transportforskningsinstitut för att bistå i arbetet genom att beskriva kunskapsläget utifrån gällande forskning.Syftet med uppdraget har främst varit att undersöka cyklisters utrymmesbehov i olika trafiksituationer och att ta fram underlag till rekommendationer för utformning av cykelinfrastrukturens bredder. Idag saknas regler eller gemensam byggpraxis för den fysiska utformningen av cykelfält och cykelbanor. Det är istället upp till respektive väghållare att ta fram sina egna typsektioner eller rekommendationer och kontrollera efterlevnaden.Resultaten i denna rapport baseras på litteraturstudier gällande utformningsstandarder och forskning kring cyklisters utrymmesbehov. Rekommendationer presenteras om minstabredder på cykelbanor och cykelfält beroende på möjlighet till möten och omkörningar, inkluderat dimensionering för lastcyklar, samt trygga avstånd till sidohinder. En ansats till modellstruktur för bedömning av utrymmesbehov vid högre flöden har även tagits fram.Cykelbanors bredd kan varieras beroende på den önskade dimensionerande trafiksituationen, det vill säga möjligheten att ett visst antal trafikanter ska kunna mötas eller köra om varandra säkert. Utifrån ett underhållsperspektiv är det dock fördelaktigt att anlägga cykelbanor med minst 2,5 meter bredd, oavsett trafiksituationen. Mindre bredd än så kan medföra lägre effektivitet för drift och underhåll med ökade livscykelkostnader som följd.
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| 10. |
- Egeskog, Johan, et al.
(författare)
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Cyklisters utrymmesbehov : kunskapsunderlag till rekommendationer för utformning
- 2024
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Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 474-475
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Under hösten 2021 fick Transportstyrelsen i uppdrag av regeringen att analysera och vid behov lämna förslag till ändrade trafikregler för att andelen trafikanter som reser med cykel ska öka. Mot bakgrund av detta anlitade Transportstyrelsen VTI, Statens väg- och transportforskningsinstitut för att bistå i arbetet genom att beskriva kunskapsläget utifrån gällande forskning. Historiskt har dimensionering för gång och cykel baserats på ingenjörsmässiga uppskattningar med lite eller inget empiriskt underlag. Syftet med uppdraget har främst varit att undersöka cyklisters utrymmesbehov i olika trafiksituationer och att ta fram underlag till rekommendationer för utformning av cykelinfrastrukturens bredder. Idag saknas regler eller gemensam byggpraxis för den fysiska utformningen av cykelfält och cykelbanor. Det är istället upp till respektive väghållare att ta fram sina egna typsektioner eller rekommendationer och kontrollera efterlevnaden. Inom ramen för detta arbete har det bland annat tagits fram grundläggande designriktlinjer som beaktar cyklister och lastcyklisters utrymmesbehov och interaktion med andra trafikanter. Resultaten i denna rapport baseras på litteraturstudier gällande utformningsstandarder och forskning kring cyklisters utrymmesbehov. Arbetets primära resultat består i framtagandet av minstabredder för cykelbanor och cykelfält beroende på möjlighet till möten och omkörningar, inkluderat dimensionering för lastcyklar, samt trygga avstånd till sidohinder. En enkelrikta cykelbana för vanliga cyklister bör inte understiga 0,95 m bredd, plus 0,35 meter fritt avstånd till sidohinder utanför cykelbanan på varje sida. En dubbelriktad cykelbana bör inte vara smalare än 2,15 m, plus 0,35 meter avstånd till sidohinder per sida. Vid fullt beaktande av lastcyklar blir cykelbanebredden 3,5 meter på dubbelriktade cykelbanor. En ansats till modellstruktur för bedömning av utrymmesbehov vid högre flöden har även tagits fram. Utöver de faktiska breddrekommendationerna så har även arbetet resulterat i framtagandet av en lista med utformningsparametrar för cyklisters utrymmesbehov. Dessa parametrar beskrivs med måttangivelse och nivå av empirisk uppbackning. Vissa av parametrarna saknar fortfarande empirisk uppbackning vilket synliggör behovet av fortsatta studier.
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