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The shield type temporary support robot is an important component of the intelligent excavation robot system for large section roadways that adapts to the coexistence of dirt and debris. Its main function is to provide a safe and reliable workspace for achieving 'parallel excavation and support' operations. In order to enhance the safe and stable support of the shield type temporary support robot for surrounding rock during its pushing and driving process, based on the structure, working environment, and operational requirements of the shield type temporary support robot, a mathematical model of its pushing amount and support force during pressurized driving, as well as a dynamic model of pressurized driving, are established. A hydraulic control system for the shield type temporary support robot driving under pressure is designed. The system mainly consists of a support hydraulic system and a driving hydraulic system. During static support, the support hydraulic system needs to constantly output a support force greater than the weight of the upper shield body itself, and the driving hydraulic system is in standby mode. When driving under pressure, the support hydraulic system and the driving hydraulic system work simultaneously, ensuring that the temporary support robot 'reducing stress without leaving the roof' while steadily moving forward with the roof under pressure at all times. A precise control method for shield type temporary support robot driving under pressure based on fuzzy PID is proposed. The pressure and displacement signals of the temporary support robot are collected in real time by displacement sensors integrated on the displacement cylinder and pressure sensors in the hydraulic circuit. The signals are used to reflect the changes in support force and driving displacement during the temporary support robot's driving under pressure. Based on the error and error rate of the support force and displacement, the fuzzy PID algorithm is used to modify the control parameters of the support force and displacement, achieving reliable control of driving under pressure based on the fuzzy PID algorithm. Both simulation and experimental results show that the effect of fuzzy PID control is superior to traditional PID control. Under fuzzy PID control, the relative error of support force during the pushing and driving process of the shield type temporary support robot is less than 1%, and the driving displacement error is less than 2 mm. Moreover, the response speed of support force and pushing amount control is fast, ensuring the safe and stable support of the surrounding rock during the pushing and driving process.

Congenital heart disease (CHD) affecting the conotruncal region of the heart, occurs in 40-50% of patients with 22q11.2 deletion syndrome (22q11.2DS). This syndrome is a rare disorder with relative genetic homogeneity that can facilitate identification of genetic modifiers. Haploinsufficiency of TBX1, encoding a T-box transcription factor, is one of the main genes responsible for the etiology of the syndrome. We suggest that genetic modifiers of conotruncal defects in patients with 22q11.2DS may be in the TBX1 gene network. To identify genetic modifiers, we analyzed rare, predicted damaging variants in whole genome sequence of 456 cases with conotruncal defects and 537 controls, with 22q11.2DS. We then performed gene set approaches and identified chromatin regulatory genes as modifiers. Chromatin genes with recurrent damaging variants include EP400, KAT6A, KMT2C, KMT2D, NSD1, CHD7 and PHF21A. In total, we identified 37 chromatin regulatory genes, that may increase risk for conotruncal heart defects in 8.5% of 22q11.2DS cases. Many of these genes were identified as risk factors for sporadic CHD in the general population. These genes are co-expressed in cardiac progenitor cells with TBX1, suggesting that they may be in the same genetic network. The genes KAT6A, KMT2C, CHD7 and EZH2, have been previously shown to genetically interact with TBX1 in mouse models. Our findings indicate that disturbance of chromatin regulatory genes impact the TBX1 gene network serving as genetic modifiers of 22q11.2DS and sporadic CHD, suggesting that there are some shared mechanisms involving the TBX1 gene network in the etiology of CHD.

This paper proposes a method for estimating the speed and position of unsampled vehicles using sampled data from connected automated vehicles (CAVs). The determination of vehicle speed and position on the road is a challenging and crucial task, as they can effectively reflect traffic flow characteristics and contribute to traffic state estimation and intersection signal timing optimization. Connected automated vehicles have the capability to upload their own trajectory data while also capturing trajectory data of surrounding vehicles through onboard sensors. Therefore, this paper proposes a novel approach to estimate the speed and position of unsampled vehicles. Firstly, using real vehicle trajectory data, the correlation between the velocity of following vehicles and the velocity of leading vehicles under different densities is analyzed, leading to the development of a velocity estimation model incorporating a speed correction factor. Secondly, the correlation between time headway, the rate of change of following vehicle acceleration, and traffic density is examined. To address the issue of heterogeneous behavior in vehicle following described by the Intelligent Driver Model (IDM), a real-time optimization model for estimating vehicle position by optimizing IDM parameters is proposed. The velocity estimation model and the position estimation model are summarized as two nonlinear optimization problems. Finally, the proposed method is validated using actual vehicle trajectory data. Experimental results demonstrate that when the number of connected automated vehicles (CAVs) is 2, the proposed method reduces the average absolute error by 30.73% and the standard deviation of the average absolute error by 42.8% compared to a linear model-based speed estimation method under different density conditions. Compared to a method that estimates vehicle position by calibrating desired gaps, the proposed method reduces the average absolute error by 38.2% and the standard deviation of the average absolute error by 41.7% under different density conditions. Furthermore, the proposed method exhibits good practicality under different CAV penetration rates., Author(s): HanQing Xia (corresponding author) [1,2]; XiaoMing Liu [1,2]; ZeChao Ma [1,2]; Fang Zhu [1]; Lin Zhang [1]; YingJie Zhao [1]; YuanRong Wang [3] 1. Introduction Vehicle trajectory information accurately [...]