Deep-Learning Aided Atomic-Scale Phase Segmentation toward Diagnosing Complex Oxide Cathodes for Lithium-Ion Batteries.

Phase transformation─a universal phenomenon in materials─plays a key role in determining their properties. Resolving complex phase domains in materials is critical to fostering a new fundamental understanding that facilitates new material development. So far, although conventional classification strategies such as order-parameter methods have been developed to distinguish remarkably disparate phases, highly accurate and efficient phase segmentation for material systems composed of multiphases remains unavailable. Here, by coupling hard-attention-enhanced U-Net network and geometry simulation with atomic-resolution transmission electron microscopy, we successfully developed a deep-learning tool enabling automated atom-by-atom phase segmentation of intertwined phase domains in technologically important cathode materials for lithium-ion batteries. The new strategy outperforms traditional methods and quantitatively elucidates the correlation between the multiple phases formed during battery operation. Our work demonstrates how deep learning can be employed to foster an in-depth understanding of phase transformation-related key issues in complex materials.

Visual and Cognitive Impairments Differentially Affect Speed Limit Compliance in Older Drivers.

OBJECTIVES: We test the hypothesis that clinical measures of age-related cognitive, visual, and mobility impairments negatively impact older driver speed limit compliance to advance method developments that improve older patient care and screen, identify, and advise at-risk older drivers. DESIGN: Real-world driver behaviors of older adults who had a range of cognitive, visual, and mobility abilities (measured with standardized, clinical tests) were assessed in environmental context (e.g., speed limit, traffic density, roadway type). Older driver speed limit compliance was measured in constant speed limit zones and at transition zones, where speed limits changed. SETTING: A naturalistic driving study of older adults living around Omaha, Nebraska. PARTICIPANTS: Seventy-seven, legally licensed, active, and typically aging older drivers (65-90 years) who had a range of cognitive and visual abilities. MEASUREMENTS: Drivers typical, daily driving was continuously monitored for 3 months using sensor instrumentation installed in their own vehicles. At study start, each participant completed a comprehensive, standardized, clinical assessment of cognitive, visual, and mobility abilities relevant to aging and driving. RESULTS: Older drivers with greater cognitive impairment (P = .10) drove slower than drivers with less cognitive impairment, linking cognitive impairment to speed control. Drivers with greater visual impairment overall complied less with speed limit changes at transition zones (P = .01) and were more likely to comply with speed limit transitions when they occurred concurrently with changes in roadway features (P < .01). CONCLUSION: Results link clinical measures of age-related cognitive and visual impairment to impaired driver safety in real-world contexts. Real-world sensor data coupled with detailed, personalized older driver profiles can inform patients, caregivers, interventions, policy, and the design of supportive in-vehicle technology for at-risk older drivers.

Bias free multiobjective active learning for materials design and discovery.

The design rules for materials are clear for applications with a single objective. For most applications, however, there are often multiple, sometimes competing objectives where there is no single best material and the design rules change to finding the set of Pareto optimal materials. In this work, we leverage an active learning algorithm that directly uses the Pareto dominance relation to compute the set of Pareto optimal materials with desirable accuracy. We apply our algorithm to de novo polymer design with a prohibitively large search space. Using molecular simulations, we compute key descriptors for dispersant applications and drastically reduce the number of materials that need to be evaluated to reconstruct the Pareto front with a desired confidence. This work showcases how simulation and machine learning techniques can be coupled to discover materials within a design space that would be intractable using conventional screening approaches.

Establishment and verification of anthropogenic speciated VOCs emission inventory of Central China.

Improving the accuracy of anthropogenic volatile organic compounds (VOCs) emission inventory is crucial for reducing atmospheric pollution and formulating control policy of air pollution. In this study, an anthropogenic speciated VOCs emission inventory was established for Central China represented by Henan Province at a 3 km × 3 km spatial resolution based on the emission factor method. The 2019 VOCs emission in Henan Province was 1003.5 Gg, while industrial process source (33.7%) was the highest emission source, Zhengzhou (17.9%) was the city with highest emission and April and August were the months with the more emissions. High VOCs emission regions were concentrated in downtown areas and industrial parks. Alkanes and aromatic hydrocarbons were the main VOCs contribution groups. The species composition, source contribution and spatial distribution were verified and evaluated through tracer ratio method (TR), Positive Matrix Factorization Model (PMF) and remote sensing inversion (RSI). Results show that both the emission results by emission inventory (EI) (15.7 Gg) and by TR method (13.6 Gg) and source contribution by EI and PMF are familiar. The spatial distribution of HCHO primary emission based on RSI is basically consistent with that of HCHO emission based on EI with a R-value of 0.73. The verification results show that the VOCs emission inventory and speciated emission inventory established in this study are relatively reliable.

Safety impacts of signal-warning flashers and speed control at high-speed signalized intersections.

For many years, to reduce the crash frequency and severity at high-speed signalized intersections, warning flashers have been used to alert drivers of potential traffic-signal changes. Recently, more aggressive countermeasures at such intersections include a speed-limit reduction in addition to warning flashers. While such speed-control strategies have the potential to further improve the crash-mitigation effectiveness of warning flashers, a rigorous statistical analysis of crash data from such intersections has not been undertaken to date. This paper uses 10-year crash data from 28 intersections in Nebraska (all with intersection approaches having signal-warning flashers; some with no speed-limit reduction, and the others with either 5 mi/h or 10 mi/h reduction in speed limit) to estimate a random parameters negative binomial model of crash frequency and a nested logit model of crash-injury severity. The estimation findings show that, while a wide variety of factors significantly influence the frequency and severity of crashes, the effect of the 5 mi/h speed-limit reduction is ambiguous-decreasing the frequency of crashes on some intersection approaches and increasing it on others, and decreasing some crash-injury severities and increasing others. In contrast, the 10 mi/h reduction in speed limit unambiguously decreased both the frequency and injury-severity of crashes. It is speculated that, in the presence of potentially heterogeneous driver responses to decreased speed limits, the smaller distances covered during reaction time at lower speeds (allowing a higher likelihood of crash avoidance) and the reduced energy of crashes associated with lower speed limits are not necessarily sufficient to unambiguously decrease the frequency and severity of crashes when the speed-limit reduction is just 5 mi/h. However, they are sufficient to unambiguously decrease the frequency and severity of crashes when the speed-limit reduction is 10 mi/h. Based on this research, speed-limit reductions in conjunction with signal-warning flashers appear to be an effective safety countermeasure, but only clearly so if the speed-limit reduction is at least 10 mi/h.