O objetivo do presente estudo foi comparar o comportamento dos parâmetros mecânicos (Wext, Wint, Wtot, CP, FP), parâmetros energéticos (Pmet, C, Eff, Vótima) e do mecanismo pendular (R, Rint, %Cong) durante a caminhada com carga no plano (0%), nas inclinações (+7% e +15%) e em distintas velocidades de caminhada. A amostra foi composta por 10 homens jovens, saudáveis, fisicamente ativos e não adaptados ao transporte de carga em mochilas. Os sujeitos caminharam em uma esteira rolante durante 5 min, em cinco diferentes velocidades, sem e com carga (25% da MC) transportada em mochilas, e em três planos distintos de caminhada (0%, 7% e 15%). A análise de movimento 3D (quatro câmeras de vídeo) foi realizada simultaneamente à análise de VO2. Realizaram-se rotinas computacionais para o processamento de dados cinemáticos em Matlab®. Utilizou-se ANOVA de 3 fatores para medidas repetidas, com post hoc de Bonferroni (p < 0,05; SPSS 17.0). Os resultados dos parâmetros mecânicos indicam modificações devido à velocidade e ao plano de caminhada; a carga não modificou algumas das variáveis. Todas as variáveis mecânicas aumentaram com o incremento da velocidade, o Wint e a FP diminuíram a 7% e logo aumentaram a 15%, o Wext e Wtot aumentaram com a inclinação, e o CP diminuiu com o aumento da inclinação. A carga não afetou na maioria das situações o Wext e o Wtot, demonstrando que os parâmetros mecânicos são de modo geral, independentes da carga tanto no plano como nas inclinações. As variáveis energéticas da caminhada foram influenciadas pela velocidade, inclinação e a carga. A Pmet aumentou com o incremento da velocidade, da inclinação e da carga. O C diminuiu com o incremento da velocidade e logo aumentou, atingindo um mínimo nas velocidades intermediárias e, também aumentou com o incremento da inclinação e da carga. A Eff aumentou com a velocidade, diminuiu com o aumento da inclinação e a carga. A Vótima de caminhada foi reduzida com o incremento da inclinação. Constatou-se que o mecanismo pendular é modificado principalmente como decorrência da velocidade e da inclinação do terreno, e é independente da carga. O R e o Rint aumentam com o acréscimo da velocidade de caminhada, logo diminuem com o incremento da inclinação e ambos são independentes da carga. Conclui-se que as diferentes restrições impostas através da variação da carga e inclinações provocaram adaptações na mecânica e energética da locomoção humana, sustentando a Vótima e a reconversão das energias mecânicas (R) nas inclinações. Deste modo, ainda que em menor proporção, a estratégia de minimização de energia por via pendular ainda persiste nestas condições. / The purpose of the present study was to compare the behavior of the mechanical parameters (Wext, Wint, Wtot, SF, SL), the energetic parameters (Metabolic Power, C, Eff, optimal speed) and the pendular mechanism (R, Rint, %congruity) during walking with load on level (0%) and gradients (7% and 15%) and at different walking speeds. Ten young men, healthy, physically active and not adapted to walking loaded in backpacks participated in the study. The subjects walked in a treadmill for five minutes, under five different speeds, without and with load (25% of bM) carried in backpacks and in three different gradients of walking (0%, 7% e 15%). The analysis of the 3D movement was registered (four video cameras), as well as the VO2 analysis. Computational routines for the processing of kinematic data were done in Matlab®. The results were analyzed using repeated measures ANOVA (factors: speed, gradients, load) with the Bonferroni correction for post-hoc comparisons (p < 0.05) (SPSS 17.0). The results of the mechanical parameters indicate modifications due to speed and gradients of the walking; the load did not modify some of the variables. All of the mechanical variables increased with the raise in speed, the Wint and the SF decreased at 7% and right away increased at 15%, the Wext and Wtot increased with the gradient, and the SL decreased with the raising gradient. The load did not affect most of the situations, the Wext and Wtot, decreasing with the loaded situation, showing that the mechanical parameters are, in general, independent of the load on level and gradients. The energetic parameters of the walking were influenced by the speed, the gradient and the load. The metabolic power increased with the raise in speed, in gradient and in load. The cost of transport decreased with raise in speed and increased right away, influencing the minimum cost at intermediate speeds and it also increased with the raise of the slope and the load. The efficiency increased with speed and decreased with the raise of gradient and load. The optimal speed of walking was reduced with increasing of gradient. It was verified that the pendular mechanism is mainly modified as a consequence of speed and the gradient, and is independent of load. The R and Rint increase with the raise of speed, and decrease with the raise of gradient, also there are independent of the load. The conclusion is that the different restrictions imposed through the load variation and gradients cause adaptations in the mechanics and energetic of the human locomotion, sustaining the optimal speed and reconversion of the mechanical energies in gradients. In this way, but in a smaller proportion, the strategy of minimizing the energy through the pendular mechanism still persists in these conditions.

O objetivo do presente estudo foi comparar o comportamento dos parâmetros mecânicos (Wext, Wint, Wtot, CP, FP), parâmetros energéticos (Pmet, C, Eff, Vótima) e do mecanismo pendular (R, Rint, %Cong) durante a caminhada com carga no plano (0%), nas inclinações (+7% e +15%) e em distintas velocidades de caminhada. A amostra foi composta por 10 homens jovens, saudáveis, fisicamente ativos e não adaptados ao transporte de carga em mochilas. Os sujeitos caminharam em uma esteira rolante durante 5 min, em cinco diferentes velocidades, sem e com carga (25% da MC) transportada em mochilas, e em três planos distintos de caminhada (0%, 7% e 15%). A análise de movimento 3D (quatro câmeras de vídeo) foi realizada simultaneamente à análise de VO2. Realizaram-se rotinas computacionais para o processamento de dados cinemáticos em Matlab®. Utilizou-se ANOVA de 3 fatores para medidas repetidas, com post hoc de Bonferroni (p < 0,05; SPSS 17.0). Os resultados dos parâmetros mecânicos indicam modificações devido à velocidade e ao plano de caminhada; a carga não modificou algumas das variáveis. Todas as variáveis mecânicas aumentaram com o incremento da velocidade, o Wint e a FP diminuíram a 7% e logo aumentaram a 15%, o Wext e Wtot aumentaram com a inclinação, e o CP diminuiu com o aumento da inclinação. A carga não afetou na maioria das situações o Wext e o Wtot, demonstrando que os parâmetros mecânicos são de modo geral, independentes da carga tanto no plano como nas inclinações. As variáveis energéticas da caminhada foram influenciadas pela velocidade, inclinação e a carga. A Pmet aumentou com o incremento da velocidade, da inclinação e da carga. O C diminuiu com o incremento da velocidade e logo aumentou, atingindo um mínimo nas velocidades intermediárias e, também aumentou com o incremento da inclinação e da carga. A Eff aumentou com a velocidade, diminuiu com o aumento da inclinação e a carga. A Vótima de caminhada foi reduzida com o incremento da inclinação. Constatou-se que o mecanismo pendular é modificado principalmente como decorrência da velocidade e da inclinação do terreno, e é independente da carga. O R e o Rint aumentam com o acréscimo da velocidade de caminhada, logo diminuem com o incremento da inclinação e ambos são independentes da carga. Conclui-se que as diferentes restrições impostas através da variação da carga e inclinações provocaram adaptações na mecânica e energética da locomoção humana, sustentando a Vótima e a reconversão das energias mecânicas (R) nas inclinações. Deste modo, ainda que em menor proporção, a estratégia de minimização de energia por via pendular ainda persiste nestas condições. / The purpose of the present study was to compare the behavior of the mechanical parameters (Wext, Wint, Wtot, SF, SL), the energetic parameters (Metabolic Power, C, Eff, optimal speed) and the pendular mechanism (R, Rint, %congruity) during walking with load on level (0%) and gradients (7% and 15%) and at different walking speeds. Ten young men, healthy, physically active and not adapted to walking loaded in backpacks participated in the study. The subjects walked in a treadmill for five minutes, under five different speeds, without and with load (25% of bM) carried in backpacks and in three different gradients of walking (0%, 7% e 15%). The analysis of the 3D movement was registered (four video cameras), as well as the VO2 analysis. Computational routines for the processing of kinematic data were done in Matlab®. The results were analyzed using repeated measures ANOVA (factors: speed, gradients, load) with the Bonferroni correction for post-hoc comparisons (p < 0.05) (SPSS 17.0). The results of the mechanical parameters indicate modifications due to speed and gradients of the walking; the load did not modify some of the variables. All of the mechanical variables increased with the raise in speed, the Wint and the SF decreased at 7% and right away increased at 15%, the Wext and Wtot increased with the gradient, and the SL decreased with the raising gradient. The load did not affect most of the situations, the Wext and Wtot, decreasing with the loaded situation, showing that the mechanical parameters are, in general, independent of the load on level and gradients. The energetic parameters of the walking were influenced by the speed, the gradient and the load. The metabolic power increased with the raise in speed, in gradient and in load. The cost of transport decreased with raise in speed and increased right away, influencing the minimum cost at intermediate speeds and it also increased with the raise of the slope and the load. The efficiency increased with speed and decreased with the raise of gradient and load. The optimal speed of walking was reduced with increasing of gradient. It was verified that the pendular mechanism is mainly modified as a consequence of speed and the gradient, and is independent of load. The R and Rint increase with the raise of speed, and decrease with the raise of gradient, also there are independent of the load. The conclusion is that the different restrictions imposed through the load variation and gradients cause adaptations in the mechanics and energetic of the human locomotion, sustaining the optimal speed and reconversion of the mechanical energies in gradients. In this way, but in a smaller proportion, the strategy of minimizing the energy through the pendular mechanism still persists in these conditions.

O objetivo do presente estudo foi comparar o comportamento dos parâmetros mecânicos (Wext, Wint, Wtot, CP, FP), parâmetros energéticos (Pmet, C, Eff, Vótima) e do mecanismo pendular (R, Rint, %Cong) durante a caminhada com carga no plano (0%), nas inclinações (+7% e +15%) e em distintas velocidades de caminhada. A amostra foi composta por 10 homens jovens, saudáveis, fisicamente ativos e não adaptados ao transporte de carga em mochilas. Os sujeitos caminharam em uma esteira rolante durante 5 min, em cinco diferentes velocidades, sem e com carga (25% da MC) transportada em mochilas, e em três planos distintos de caminhada (0%, 7% e 15%). A análise de movimento 3D (quatro câmeras de vídeo) foi realizada simultaneamente à análise de VO2. Realizaram-se rotinas computacionais para o processamento de dados cinemáticos em Matlab®. Utilizou-se ANOVA de 3 fatores para medidas repetidas, com post hoc de Bonferroni (p < 0,05; SPSS 17.0). Os resultados dos parâmetros mecânicos indicam modificações devido à velocidade e ao plano de caminhada; a carga não modificou algumas das variáveis. Todas as variáveis mecânicas aumentaram com o incremento da velocidade, o Wint e a FP diminuíram a 7% e logo aumentaram a 15%, o Wext e Wtot aumentaram com a inclinação, e o CP diminuiu com o aumento da inclinação. A carga não afetou na maioria das situações o Wext e o Wtot, demonstrando que os parâmetros mecânicos são de modo geral, independentes da carga tanto no plano como nas inclinações. As variáveis energéticas da caminhada foram influenciadas pela velocidade, inclinação e a carga. A Pmet aumentou com o incremento da velocidade, da inclinação e da carga. O C diminuiu com o incremento da velocidade e logo aumentou, atingindo um mínimo nas velocidades intermediárias e, também aumentou com o incremento da inclinação e da carga. A Eff aumentou com a velocidade, diminuiu com o aumento da inclinação e a carga. A Vótima de caminhada foi reduzida com o incremento da inclinação. Constatou-se que o mecanismo pendular é modificado principalmente como decorrência da velocidade e da inclinação do terreno, e é independente da carga. O R e o Rint aumentam com o acréscimo da velocidade de caminhada, logo diminuem com o incremento da inclinação e ambos são independentes da carga. Conclui-se que as diferentes restrições impostas através da variação da carga e inclinações provocaram adaptações na mecânica e energética da locomoção humana, sustentando a Vótima e a reconversão das energias mecânicas (R) nas inclinações. Deste modo, ainda que em menor proporção, a estratégia de minimização de energia por via pendular ainda persiste nestas condições. / The purpose of the present study was to compare the behavior of the mechanical parameters (Wext, Wint, Wtot, SF, SL), the energetic parameters (Metabolic Power, C, Eff, optimal speed) and the pendular mechanism (R, Rint, %congruity) during walking with load on level (0%) and gradients (7% and 15%) and at different walking speeds. Ten young men, healthy, physically active and not adapted to walking loaded in backpacks participated in the study. The subjects walked in a treadmill for five minutes, under five different speeds, without and with load (25% of bM) carried in backpacks and in three different gradients of walking (0%, 7% e 15%). The analysis of the 3D movement was registered (four video cameras), as well as the VO2 analysis. Computational routines for the processing of kinematic data were done in Matlab®. The results were analyzed using repeated measures ANOVA (factors: speed, gradients, load) with the Bonferroni correction for post-hoc comparisons (p < 0.05) (SPSS 17.0). The results of the mechanical parameters indicate modifications due to speed and gradients of the walking; the load did not modify some of the variables. All of the mechanical variables increased with the raise in speed, the Wint and the SF decreased at 7% and right away increased at 15%, the Wext and Wtot increased with the gradient, and the SL decreased with the raising gradient. The load did not affect most of the situations, the Wext and Wtot, decreasing with the loaded situation, showing that the mechanical parameters are, in general, independent of the load on level and gradients. The energetic parameters of the walking were influenced by the speed, the gradient and the load. The metabolic power increased with the raise in speed, in gradient and in load. The cost of transport decreased with raise in speed and increased right away, influencing the minimum cost at intermediate speeds and it also increased with the raise of the slope and the load. The efficiency increased with speed and decreased with the raise of gradient and load. The optimal speed of walking was reduced with increasing of gradient. It was verified that the pendular mechanism is mainly modified as a consequence of speed and the gradient, and is independent of load. The R and Rint increase with the raise of speed, and decrease with the raise of gradient, also there are independent of the load. The conclusion is that the different restrictions imposed through the load variation and gradients cause adaptations in the mechanics and energetic of the human locomotion, sustaining the optimal speed and reconversion of the mechanical energies in gradients. In this way, but in a smaller proportion, the strategy of minimizing the energy through the pendular mechanism still persists in these conditions.

This master thesis presents a method to find the optimal speed profile for a dynamic system in the shape of an electric vehicle and any topography using a search algorithm. The search algorithm is capable of considering all the speed choices in a topography presented discretely, in order to find the most energy efficient one. How well the calculations made by the search algorithm represents the reality, depends on the speed and topography resolution and the vehicle energy model. With the correct settings, up to 18.4% of energy can be saved for a given topography compared to having the lowest constant speed allowed. The speed is ranging between 85-95 km/h but the method presented is capable of having any set of speed options, even if the resolution varies from point to point on the road. How to use this method and its properties is explained in detail using text and step for step figures of how the search algorithm iterates.A comparison between allowing regenerative braking and not allowing it is shown in the results. It is clear that there is most energy saving potential where no regenerative braking is allowed. / <p>Mustafa Ali Arat has stopped working at NEVS and moved abroad.</p>

Promoting cycling is a crucial solution to improve the livability of urban environments. A non-invasive way to promote cycling is to enhance the bike ride experience via Green Light Optimal Speed Advisory (bike-GLOSA). This work presents such a system for Hamburg, making bike-GLOSA practical in real-world urban environments and evaluating its impact on bike rides. GLOSA systems ingest data from traffic lights to predict their switching behavior and provide speed advisories to users. In the first challenge, we need to find whether the data is reliable, overseeing thousands of traffic lights throughout the city area. We develop a quality assurance framework and monitor the prediction quality over a longer period. Affected by data outages, we achieve a median prediction availability of 55% (IQR: 28%) and prediction quality of 86%. We identify concrete weak points, enhancing prediction stability by 11% to 66% (IQR: 17%) measured in 2024. Furthermore, based on four weeks of data for 18,009 traffic lights, we find that traffic adaptivity may be less problematic for traffic light prediction than previously envisioned. Afterward, we develop a novel method to match traffic lights along the user's trajectory. Instead of using the user's location or camera, our method matches traffic lights along a precalculated bike route geometry. However, errors and inaccuracies in bike routes challenge this approach, requiring an advanced model that employs spatial reasoning to find which associated traffic light turn geometries match the given route geometry. The final model achieves matching F1 scores of 92% and 86% validated on a separate dataset, requiring a median extra time of 1.4 seconds during bike route calculation. Building on these results, we focus on reducing bike routing errors and enhancing route alignment with actual bike paths. Our solution involves an authoritative bike routing dataset and cross-border routing to OpenStreetMap. Apart from a more consistent surface coverage, we find better alignment with actual cycling infrastructure, traffic lights, and user trajectories than with other routing providers. Enhanced alignment and 37% fewer routing errors lead to a 4.74% increase in traffic light matching F1 score. A route-based distance-to-signal estimation is proposed, showing a more stable distance estimation than the over-the-air distance from related work. We combine the developed components in a smartphone app and conduct an unsupervised long-term test throughout 2023 with Hamburg citizens. Survey responses suggest a twofold effect of the speed advisory: rolling out in anticipation of red and accelerating to catch green. These effects are also visible in the recorded data. Approaches with adherence to the speed advisory have 15.32% fewer stops but a 3.3% increase in energy expenditure to catch the green phase by cycling 2.92 km/h faster. Approaches without adherence have a 12.85% higher chance of stopping and a 3.39 km/h decrease in speed while saving 5.5% in energy and rolling out earlier. Combined, these cases cancel out each other, with a 0.74 km/h slower traffic light passing speed, 1.4% estimated energy savings, 0.73% increased stop rate, and 1.46 seconds increased waiting time when stopped. Based on the survey, users report a System Usability Scale of 73, with improvable reliability and coverage of speed advisories. Among many ways to improve our developed solution, users see enhanced informedness, reduced stops, and increased comfort as key benefits. We thoroughly analyze these findings and outline potential directions for future research.

This thesis project presents a traffic micro simulation study that investigates the state-of-the-art in traffic management "Green Light Optimal Speed Advisory (GLOSA)" for vehicles in a smart city. GLOSA utilizes infrastructure and vehicles communication through using current signal plan settings and updated vehicular information in order to influence the intersection approach speeds. The project involves simulations for a mixed traffic environment of conventional and automated vehicles both connected to the intersection control and guided by a speed advisory traffic management system. Among the project goals is to assess the effects on traffic performance when human drivers comply to the speed advice. The GLOSA management approach is also accessed for its potential to improve traffic efficiency in a full market penetration of connected automated vehicles with enhanced capabilities such as having shorter time head ways.

This thesis project investigates the state-of-the-art in traffic management "Green Light Optimal Speed Advisory (GLOSA)" for vehicles in a smart city. GLOSA utilizes infrastructure and vehicles communication through using current signal plan settings and updated vehicular information in order to influence the intersection approach speeds. The project involves traffic microscopic simulations for a mixed traffic environment of conventional and automated vehicles (AVs) both connected to the intersection control and guided by a speed advisory traffic management system. Among the project goals is to assess the effects on traffic performance when human drivers comply to the speed advice. The GLOSA management approach is accessed for its potential to improve traffic efficiency in a full market penetration of connected AVs with absolute compliance. The project also aims to determine the possible outcome resulting from enhancing the AVs capabilities such as implementing short time headways between vehicles in the future.  The best traffic performance results achieved by operating GLOSA goes for connected AVs with the lowest simulated time headway (0.3 sec). The waiting time reduction reaches 95% and trip delay lessens to 88 %.