Event condition action (ECA) is a short-cut for referring to the structure of active rules in event-driven architecture and active database systems. Such a rule traditionally consisted of three parts: The event part specifies the signal that triggers the invocation of the rule The condition part is a logical test that, if satisfied or evaluates to true, causes the action to be carried out The action part consists of updates or invocations on the local data This structure was used by the early research in active databases which started to use the term ECA. Current state of the art ECA rule engines use many variations on rule structure. Also other features not considered by the early research is introduced, such as strategies for event selection into the event part. In a memory-based rule engine, the condition could be some tests on local data and actions could be updates to object attributes. In a database system, the condition could simply be a query to the database, with the result set (if not null) being passed to the action part for changes to the database. In either case, actions could also be calls to external programs or remote procedures. Note that for database usage, updates to the database are regarded as internal events. As a consequence, the execution of the action part of an active rule can match the event part of the same or another active rule, thus triggering it. The equivalent in a memory-based rule engine would be to invoke an external method that caused an external event to trigger another ECA rule. ECA rules can also be used in rule engines that use variants of the Rete algorithm for rule processing. == ECA rule engines == Rulecore Concurrent Rules Apart Database Detect Invocation Rules ConceptBase ECArules
System requirements specification
A System Requirements Specification (SysRS) (abbreviated SysRS to be distinct from a software requirements specification (SRS)) is a structured collection of information that embodies the requirements of a system. A business analyst (BA), sometimes titled system analyst, is responsible for analyzing the business needs of their clients and stakeholders to help identify business problems and propose solutions. Within the systems development life cycle domain, the BA typically performs a liaison function between the business side of an enterprise and the information technology department or external service providers.
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Dynamic topic model
Within statistics, Dynamic topic models' are generative models that can be used to analyze the evolution of (unobserved) topics of a collection of documents over time. This family of models was proposed by David Blei and John Lafferty and is an extension to Latent Dirichlet Allocation (LDA) that can handle sequential documents. In LDA, both the order the words appear in a document and the order the documents appear in the corpus are oblivious to the model. Whereas words are still assumed to be exchangeable, in a dynamic topic model the order of the documents plays a fundamental role. More precisely, the documents are grouped by time slice (e.g.: years) and it is assumed that the documents of each group come from a set of topics that evolved from the set of the previous slice. == Topics == Similarly to LDA and pLSA, in a dynamic topic model, each document is viewed as a mixture of unobserved topics. Furthermore, each topic defines a multinomial distribution over a set of terms. Thus, for each word of each document, a topic is drawn from the mixture and a term is subsequently drawn from the multinomial distribution corresponding to that topic. The topics, however, evolve over time. For instance, the two most likely terms of a topic at time t could be "network" and "Zipf" (in descending order) while the most likely ones at time t+1 could be "Zipf" and "percolation" (in descending order). == Model == Define α t {\displaystyle \alpha _{t}} as the per-document topic distribution at time t. β t , k {\displaystyle \beta _{t,k}} as the word distribution of topic k at time t. η t , d {\displaystyle \eta _{t,d}} as the topic distribution for document d in time t, z t , d , n {\displaystyle z_{t,d,n}} as the topic for the nth word in document d in time t, and w t , d , n {\displaystyle w_{t,d,n}} as the specific word. In this model, the multinomial distributions α t + 1 {\displaystyle \alpha _{t+1}} and β t + 1 , k {\displaystyle \beta _{t+1,k}} are generated from α t {\displaystyle \alpha _{t}} and β t , k {\displaystyle \beta _{t,k}} , respectively. Even though multinomial distributions are usually written in terms of the mean parameters, representing them in terms of the natural parameters is better in the context of dynamic topic models. The former representation has some disadvantages due to the fact that the parameters are constrained to be non-negative and sum to one. When defining the evolution of these distributions, one would need to assure that such constraints were satisfied. Since both distributions are in the exponential family, one solution to this problem is to represent them in terms of the natural parameters, that can assume any real value and can be individually changed. Using the natural parameterization, the dynamics of the topic model are given by β t , k | β t − 1 , k ∼ N ( β t − 1 , k , σ 2 I ) {\displaystyle \beta _{t,k}|\beta _{t-1,k}\sim N(\beta _{t-1,k},\sigma ^{2}I)} and α t | α t − 1 ∼ N ( α t − 1 , δ 2 I ) {\displaystyle \alpha _{t}|\alpha _{t-1}\sim N(\alpha _{t-1},\delta ^{2}I)} . The generative process at time slice 't' is therefore: Draw topics β t , k | β t − 1 , k ∼ N ( β t − 1 , k , σ 2 I ) ∀ k {\displaystyle \beta _{t,k}|\beta _{t-1,k}\sim N(\beta _{t-1,k},\sigma ^{2}I)\forall k} Draw mixture model α t | α t − 1 ∼ N ( α t − 1 , δ 2 I ) {\displaystyle \alpha _{t}|\alpha _{t-1}\sim N(\alpha _{t-1},\delta ^{2}I)} For each document: Draw η t , d ∼ N ( α t , a 2 I ) {\displaystyle \eta _{t,d}\sim N(\alpha _{t},a^{2}I)} For each word: Draw topic Z t , d , n ∼ Mult ( π ( η t , d ) ) {\displaystyle Z_{t,d,n}\sim {\textrm {Mult}}(\pi (\eta _{t,d}))} Draw word W t , d , n ∼ Mult ( π ( β t , Z t , d , n ) ) {\displaystyle W_{t,d,n}\sim {\textrm {Mult}}(\pi (\beta _{t,Z_{t,d,n}}))} where π ( x ) {\displaystyle \pi (x)} is a mapping from the natural parameterization x to the mean parameterization, namely π ( x i ) = exp ( x i ) ∑ i exp ( x i ) {\displaystyle \pi (x_{i})={\frac {\exp(x_{i})}{\sum _{i}\exp(x_{i})}}} . == Inference == In the dynamic topic model, only W t , d , n {\displaystyle W_{t,d,n}} is observable. Learning the other parameters constitutes an inference problem. Blei and Lafferty argue that applying Gibbs sampling to do inference in this model is more difficult than in static models, due to the nonconjugacy of the Gaussian and multinomial distributions. They propose the use of variational methods, in particular, the Variational Kalman Filtering and the Variational Wavelet Regression. == Applications == In the original paper, a dynamic topic model is applied to the corpus of Science articles published between 1881 and 1999 aiming to show that this method can be used to analyze the trends of word usage inside topics. The authors also show that the model trained with past documents is able to fit documents of an incoming year better than LDA. A continuous dynamic topic model was developed by Wang et al. and applied to predict the timestamp of documents. Going beyond text documents, dynamic topic models were used to study musical influence, by learning musical topics and how they evolve in recent history.
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Universal psychometrics
Universal psychometrics encompasses psychometrics instruments that could measure the psychological properties of any intelligent agent. Up until the early 21st century, psychometrics relied heavily on psychological tests that require the subject to cooperate and answer questions, the most famous example being an intelligence test. Such methods are only applicable to the measurement of human psychological properties. As a result, some researchers have proposed the idea of universal psychometrics - they suggest developing testing methods that allow for the measurement of non-human entities' psychological properties. For example, it has been suggested that the Turing test is a form of universal psychometrics. This test involves having testers (without any foreknowledge) attempt to distinguish a human from a machine by interacting with both (while not being to see either individuals). It is supposed that if the machine is equally intelligent to a human, the testers will not be able to distinguish between the two, i.e., their guesses will not be better than chance. Thus, Turing test could measure the intelligence (a psychological variable) of an AI. Other instruments proposed for universal psychometrics include reinforcement learning and measuring the ability to predict complexity.
Ernst Dickmanns
Ernst Dieter Dickmanns is a German pioneer of dynamic computer vision and of driverless cars. Dickmanns has been a professor at the University of the Bundeswehr Munich (1975–2001), and visiting professor to Caltech and to MIT, teaching courses on "dynamic vision". == Biography == Dickmanns was born in 1936. He studied aerospace and aeronautics at RWTH Aachen (1956–1961), and control engineering at Princeton University (1964/65); from 1961 to 1975 he was associated with the German Aero-Space Research Establishment (now DLR) Oberpfaffenhofen, working in the fields of flight dynamics and trajectory optimization. In 1971/72 he spent a Post-Doc Research Associateship with the NASA-Marshall Space Flight Center, Huntsville (orbiter re-entry). From 1975 to 2001 he was with UniBw Munich, where he initiated the 'Institut fuer Flugmechanik und Systemdynamik' (IFS), the Institut fuer die 'Technik Autonomer Systeme' (TAS), and the research activities in machine vision for vehicle guidance. == Pioneering work in autonomous driving == In the early 1980s his team equipped a Mercedes-Benz van with cameras and other sensors. The 5-ton van was re-engineered that it was possible to control steering wheel, throttle, and brakes through computer commands based on real-time evaluation of image sequences. Software was written that translated the sensory data into appropriate driving commands. For safety reasons, initial experiments in Bavaria took place on streets without traffic. In 1986 the Robot Car "VaMoRs" managed to drive all by itself and by 1987 was capable of driving itself at speeds up to 96 kilometres per hour (60 mph). One of the greatest challenges in high-speed autonomous driving arises through the rapidly changing visual street scenes. Back then, computers were much slower than they are today (~1% of 1%); therefore, sophisticated computer vision strategies were necessary to react in real time. The team of Dickmanns solved the problem through an innovative approach to dynamic vision. Spatiotemporal models were used right from the beginning, dubbed '4-D approach', which did not need storing previous images but nonetheless was able to yield estimates of all 3-D position and velocity components. Attention control including artificial saccadic movements of the platform carrying the cameras allowed the system to focus its attention on the most relevant details of the visual input. Kalman filters have been extended to perspective imaging and were used to achieve robust autonomous driving even in presence of noise and uncertainty. Feedback of prediction errors allowed bypassing the (ill-conditioned) inversion of perspective projection by least-squares parameter fits. When in 1986/83 the EUREKA-project 'PROgraMme for a European Traffic of Highest Efficiency and Unprecedented Safety' (PROMETHEUS) was initiated by the European car manufacturing industry (funding in the range of several hundred million Euros), the initially planned autonomous lateral guidance by buried cables was dropped and substituted by the much more flexible machine vision approach proposed by Dickmanns, and partially encouraged by his successes. Most of the major car companies participated; so did Dickmanns and his team in cooperation with the Daimler-Benz AG. Substantial progress was made in the following 7 years. In particular, Dickmanns' robot cars learned to drive in traffic under various conditions. An accompanying human driver with a "red button" made sure the robot vehicle could not get out of control and become a danger to the public. Since 1992, driving in public traffic was standard as final step in real-world testing. Several dozen Transputers, a special breed of parallel computers, were used to deal with the (by 1990s standards) enormous computational demands. Two culmination points were achieved in 1994/95, when Dickmanns´ re-engineered autonomous S-Class Mercedes-Benz performed international demonstrations. The first was the final presentation of the PROMETHEUS project in October 1994 on Autoroute 1 near the airport Charles-de-Gaulle in Paris. With guests on board, the twin vehicles of Daimler-Benz (VITA-2) and UniBwM (VaMP) drove more than 1,000 kilometres (620 mi) on the three-lane highway in standard heavy traffic at speeds up to 130 kilometres per hour (81 mph). Driving in free lanes, convoy driving with distance keeping depending on speed, and lane changes left and right with autonomous passing have been demonstrated; the latter required interpreting the road scene also in the rear hemisphere. Two cameras with different focal lengths for each hemisphere have been used in parallel for this purpose. The second culmination point was a 1,758 kilometres (1,092 mi) trip in the fall of 1995 from Munich in Bavaria to Odense in Denmark to a project meeting and back. Both longitudinal and lateral guidance were performed autonomously by vision. On highways, the robot achieved speeds exceeding 175 kilometres per hour (109 mph) (there is no general speed limit on the Autobahn). Publications from Dickmann's research group indicate a mean autonomously driven distance without resets of ~9 kilometres (5.6 mi); the longest autonomously driven stretch reached 158 kilometres (98 mi). More than half of the resets required were achieved autonomously (no human intervention). This is particularly impressive considering that the system used black-and-white video-cameras and did not model situations like road construction sites with yellow lane markings; lane-changes at over 140 kilometres per hour (87 mph), and other traffic with more than 40 kilometres per hour (25 mph) relative speed have been handled. In total, 95% autonomous driving (by distance) was achieved. In the years 1994 to 2004 the elder 5-ton van 'VaMoRs' was used to develop the capabilities needed for driving on networks of minor (also unsealed) roads and for cross-country driving including avoidance of negative obstacles like ditches. Turning off onto crossroads of unknown width and intersection angles required a big effort, but has been achieved with "Expectation-based, Multi-focal, Saccadic vision" (EMS-vision). This vertebrate-type vision uses animation capabilities based on knowledge about subject classes (including the autonomous vehicle itself) and their potential behaviour in certain situations. This rich background is used for control of gaze and attention as well as for locomotion. Beside ground vehicle guidance, also applications of the 4-D approach to dynamic vision for unmanned air vehicles (conventional aircraft and helicopters) have been investigated. Autonomous visual landing approaches and landings have been demonstrated in hardware-in-the-loop simulations with visual/inertial data fusion. Real-world autonomous visual landing approaches till shortly before touchdown have been performed in 1992 with the twin-propeller aircraft Dornier 128 of the University of Brunswick at the airport there. Another success of this machine vision technology was the first ever visually controlled grasping experiment of a free-floating object in weightlessness on board the Space Shuttle Columbia D2-mission in 1993 as part of the 'Rotex'-experiment of DLR.