ROAD 96 PC V1.04(2021)
As more features are added to the Apple iPad and iPad Pro, they're becoming more useful and flexible tools. These days, many people use an iPad as a primary device for everyday browsing and getting work done, both while at home and on the road. However, typing on a touchscreen can be frustrating, so there are keyboards specifically designed for iPads that you can use to enhance your typing experience. Many of the best keyboards for iPad pro or iPad tablets come in folio cases, so you'll have to make sure it fits your specific device, while others are stand-alone keyboards, so you can use them as long as they have Bluetooth support.
ROAD 96 PC V1.04(2021)
Regarding Oracle Java SE Support Roadmap,[3] version 19 is the latest one, and versions 17, 11 and 8 are the currently supported long-term support (LTS) versions, where Oracle Customers will receive Oracle Premier Support. Java 8 LTS the last free software public update for commercial use was released by Oracle in March 2022, while Oracle continues to release no-cost public Java 8 updates for development[3] and personal use indefinitely.[4] Java 7 is no longer publicly supported. For Java 11, long-term support will not be provided by Oracle for the public; instead, the broader OpenJDK community, as Eclipse Adoptium or others, is expected to perform the work.[5]
Clusters were curated on the basis of quality-control criteria or the expression of markers of cell classes (GAD1, SLC17A7, SNAP25). Clusters were identified as donor specific if they included fewer nuclei sampled from donors than expected by chance. To confirm exclusion, clusters automatically flagged as outliers or donor specific were manually inspected for expression of broad cell-class marker genes, mitochondrial genes related to quality, and known activity-dependent genes.
Vehicles are not the only entities in the entirety of Intelligent Transport Systems (ITS) that carry sensors. The vicinity of the road infrastructure is typically swarmed by different sensor technologies. From the pressure-sensitive and electromagnetic devices built into the road itself to road-side equipment and traffic gates that use optical technologies, laser, and radar, the infrastructure of the modern traffic ecosystem is not only rich in diverse sensors but, similarly to vehicles, continues to gain more and more.
A relatively straightforward approach is to use the windshield as a modern translucent display to convey the information. In such a scenario, the issues related to visual attention are averted. However, if the implemented visualization solution was flat 2D, then the driver would need to endure the difficulties of switching and adjusting between the 2D contents and the 3D reality of traffic. The visualized contents in this context are not necessarily limited to textual data; information can be visualized as any graphical data, such as symbols, arrows (e.g., perceptually projected onto the topography of the road), map segments, and more.
According to the best knowledge of the authors, this is the first work to consider V2X sensor data in the context of automotive light field visualization. Related research efforts study the hardware-in-the-loop simulation of autonomous vehicles [12], light field imaging for autonomous underwater vehicles (AUVs) [13,14], zero-latency motion visualization [15], and AR [16,17,18,19,20] automotive head-up displays (HUDs). Light field HUDs and windshields (or windscreens) are addressed by several works [21,22,23,24,25,26]; however, none of them study V2X sensor data. For example, the recent work by Murugan et al. [27] focused solely on information about the autonomous vehicle in which the AR HUD was situated. Yöntem et al. [28] provided a comprehensive overview of such immersive interfaces and highlighted how warnings regarding road hazards could be aligned spatially to match hazard direction and location. The same applies to the recent review by Skirnewskaja and Wilkinson [29].
The actors in the V2X communication are so-called ITS stations. The communication scheme follows the ITS four-layer architecture [33,34], as depicted in Figure 3. The two major access layer technologies are 802.11p [35] and C-V2X PC5 [36]. In order to meet the requirements of new services, the successors of these standards are currently under development [37,38,39,40] (802.11bd and 5G NR, respectively). Network and transport layer services, such as GeoNet [41], BTP [42], and WAVE [43], are responsible for message transmission and discrimination. The facility layer services describe the message formats to be exchanged to support the various use cases. Such services are defined typically by ETSI [44,45,46,47,48,49] and SAE [50]. The application layer is responsible for message management and triggering conditions [51,52,53,54,55,56,57,58,59,60,61,62,63,64,65]. The management layer helps the cooperation of the other layers [66], while the security layer [67,68,69,70] lays the foundation to establish trust across the stations. This architecture is designed and tailored for V2X use cases, sharing relevant standardized information across the network. In the V2X system, sensors are installed to produce the necessary data to be shared over the V2X network. Sensors include infrastructure (such as loop detector, camera, lidar, radar, or manual road operator input) and vehicular detectors (such as GPS, IMU, radar, lidar, etc.). The subject of the detection can be the state of the ITS station or the state of the environment as well. The applicable sensors are discussed in the following sections.
The communication unit uses the preprocessed sensor detections received from the API to assemble standard V2X messages. It is essential to have a common understanding of the standard format of the message among the ITS stations. The communication unit then creates cryptographic signatures for the messages, ensuring integrity, authenticity, and non-repudiation. Then, the network layer of the message is assembled, and the packet is handed over to the radio layer. The radio layer queues the transmission request. When the medium access control (MAC) enables the transmission, the adequately encoded packet is sent to the air. The transmission mode in the C-ITS world is typically broadcast.
The reception-side processing unit is responsible for processing and selecting the relevant information for the users. The reception side can be an infrastructure device or a vehicle as well. The operation of the processing unit highly depends on the supported and momentarily active applications. The applications can include data collection for the infrastructure operator, context-dependent warnings and awareness services for the human drivers, or sensor-type input for automated driving functions. In the scope of this article, the warnings and awareness services for human drivers are the most relevant use cases where the receiver-side ITS station is a vehicle. The processing unit filters the relevant road information, events, and moving objects based on the relevance defined by the active applications.
The MAPEM and SPATEM (signal phase and timing extended message) are V2X protocol messages broadcasted by the infrastructure elements (RSUs) based on the SAE J2735 standard [50], supplemented by a suitable station identifier. The MAPEM messages [47] describe the geometry of intersections. This includes the width of the traffic lane, the painting between the lanes (i.e., lane changing options), the overlapping of the lanes, the passing and turning directions, the speed limit for the given lanes, the types of vehicles allowed to use the lanes (e.g., an exclusive bus lane), the painted pedestrian crossings, and bicycle lanes. In fact, they contain almost completely static data elements, so in practice, they are helping receiver road users to discover certain details of the road infrastructure. This information typically does not change over time for a given intersection. However, any traffic changes affecting a road section or intersection will be communicated through MAPEM messages. The SPATEM protocol [47] deals with precisely sharing traffic control light status at intersections. While MAPEM messages primarily focus on traffic geometry and traffic rules, SPATEM determines which traffic lane is controlled by which traffic light. In the description of the states, in addition to normal operation, special situations are also defined, for example, the complete absence of a signal light, in which case the general crossing rules apply. These messages are sent at a configurable sending frequency.
The infrastructure to vehicle information message (IVIM) messages, as the name suggests, provide informative information published by the transport infrastructure to vehicles on the roads. In each case, this information is assigned to specific traffic regions. For example, in the case of a speed limit information message, it must always be indicated which road section it applies to. In the case of multi-lane traffic, the direction can also be specified separately. The IVIM protocol [47] typically provides restriction information, such as messages about speed, weight, size, and emission limits, but of course, many other various road signs can be transmitted via V2X communication based on this standard. Although it is possible to interpret the restrictions for all passing vehicles by default, the optional fields of the message allow for a detailed definition of the affected vehicles, especially concerning the cargo of trucks. This message type is based on the corresponding ISO specifications [46], extending it with a station identifier. The IVIM protocol defines zones for the validity of signals. For example, it separates the relevance zone (i.e., the zone where the given signal is valid) from the detection zone, where vehicles only have to notify their drivers. Of course, there can be more than one relevance zone. In addition to the broad signal definition, IVIM is also suitable for sending a signal via text. Road operators can also use it to dynamically introduce speed limits, emissions, and other restrictions and important information. 041b061a72