Thesis (M.E. Physics and Electronic Engineering)--University of Waikato, 2008. / Title from PDF cover (viewed September 19, 2008) Includes bibliographical references (p. 87-88)

Wong, Sheung Man. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2010. / Includes bibliographical references (leaves 63-64). / Abstracts in English and Chinese. / Abstract --- p.i / 摘要 --- p.iii / Acknowledgements --- p.iv / List of figures --- p.V / Chapter Chapter 1 --- Introduction --- p.1 / Chapter 1.1. --- Segway Personal Transporter (PT) --- p.1 / Chapter 1.2. --- Existing research using Segway Robotic Mobility Platform´ёØ (RMP) --- p.3 / Chapter 1.3. --- The ICSL Segway Rider --- p.9 / Chapter 1.4. --- Thesis outlines --- p.10 / Chapter Chapter 2 --- ICSL Segway Rider --- p.11 / Chapter 2.1. --- Design concept --- p.11 / Chapter 2.2. --- Design overview --- p.12 / Chapter 2.3. --- Actuating components --- p.14 / Chapter 2.4. --- Electronic and sensing components --- p.24 / Chapter 2.5. --- Software development of Segway Rider --- p.28 / Chapter 2.6. --- Chapter summary --- p.31 / Chapter Chapter 3 --- The grand challenge --- p.32 / Chapter 3.1. --- Objective --- p.32 / Chapter 3.2. --- Experiment --- p.33 / Chapter 3.3. --- Running lane tracking by computer vision --- p.34 / Chapter 3.3.1. --- Color space conversion --- p.36 / Chapter 3.3.2. --- Apply binary threshold --- p.37 / Chapter 3.3.3. --- Edge detection --- p.41 / Chapter 3.3.4. --- Hough transform --- p.46 / Chapter 3.3.5. --- Line analysis --- p.49 / Chapter 3.4. --- Chapter summary --- p.51 / Chapter Chapter 4 --- Stand and stay --- p.52 / Chapter 4.1. --- Introduction --- p.52 / Chapter 4.2. --- Box matching method --- p.53 / Chapter 4.3. --- Image processing steps --- p.55 / Chapter 4.4. --- Experiment --- p.58 / Chapter 4.5. --- Chapter summary --- p.60 / Chapter Chapter 5 --- Conclusion and future works --- p.61 / Chapter 5.1. --- Contributions --- p.61 / Chapter 5.2. --- Future works --- p.62 / Bibliography --- p.63

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El presente trabajo de título tuvo como objetivo realizar un plan de negocios para una cadena de talleres mecánicos dedicados a las motocicletas de diversas cilindradas, incluyendo también a las scooters. La justificación del proyecto correspondió a la oportunidad de negocio que se observó en esta industria, debido principalmente a la creciente demanda por estos vehículos y a una oferta de talleres insatisfactoria para el cliente. En su gran mayoría, estos talleres no alcanzan un nivel profesional ni tampoco generan un grado de confianza en los motociclistas. La metodología para llevar a cabo el proyecto partió con un análisis estratégico, el cual se llevó a cabo mediante un análisis de los factores relevantes del entorno y de la industria, a través de un FODA. Además se incluyó un análisis de las 5 Fuerzas de Porter y un análisis PEST. A continuación, se desarrolló un estudio de mercado con información proveniente del Instituto Nacional de Estadísticas (INE) y de la Asociación Nacional de Importadores de Motocicletas (ANIM), como también de entrevistas con Rodrigo Massa (ex gerente de ventas de Yamaha) y mecánicos de diversos talleres del Gran Santiago. Además, se realizaron 2 encuestas a motociclistas y un focus group, para apoyar las decisiones tomadas en los planes. Se concluyó que el principal mercado lo representa la Región Metropolitana, donde el parque en circulación de las motocicletas y similares representa cerca del 62% del total nacional. De esta forma, el inicio de la cadena de talleres se establecerá en la capital de Chile (en la comuna de Santiago Centro, Región Metropolitana). Se desarrollaron así los planes de Marketing, Operaciones, Recursos Humanos y Financiero. En cuanto al primero, se planteó la estrategia genérica de marketing de la diferenciación. En este aspecto, resulta clave la atención personalizada al cliente, en un ambiente que genere confianza y amistad, además de un entorno que permita percibir que el trabajo es de calidad. Este entorno involucra tanto la infraestructura como los servicios a ofrecer, para de este modo dar el lineamiento del Marketing Mix para el servicio. En el segundo plan se describieron todos los procesos relevantes en los talleres junto con un diagrama explicativo, tales como los servicios de grúa, afinamiento, reparaciones de otra índole, chequeos preventivos, chequeos preventa y pintura. Una vez estructurados los planes anteriores, se decidió el número de personal y la descripción de sus funciones. Finalmente se procedió a desarrollar el plan financiero. Se tiene que el proyecto constituye una real alternativa de inversión. Evaluando el proyecto en un período de 10 años a una tasa de descuento del 15% se obtuvo un VPN de $95 MM, con una TIR igual a 25,8%. El proyecto parte con una inversión inicial de $20 MM para la instalación del primer taller.

Micro-mobility use, such as electric scooters (e-scooters), offers convenience and environmental benefits (Christoforou et al., 2021; Vestri, 2021) and it has increased over the last five years following the introduction of shared e-scooter schemes in the United States in 2017 (Christoforou et al., 2021 ). Following the introduction of shared e-scooters there has been an observed increase in the number of people choosing to use personal devices (Haworth et al., 2021). E-scooters are typically used more for transport (Sanders et al., 2020), often replacing active travel modes than motor vehicle use (Sanders et al., 2020) although that is location-dependent (Wang et al., 2022). The use of shared and personal e-scooters is primarily associated with travel time and money savings, as well as the enjoyability of the transport mode (Christoforou et al., 2021 ). Perceived lack of safety has been shown to influence consumer acceptance (Kopplin et al., 2021). E-scooter riders have been shown to be at risk of trauma to the head and extremities (Bauer et al., 2020), although little is known about the events leading to trauma (e.g., fall as a result of rough terrain, collision with a vehicle). Protective equipment can reduce the risk of incidents (e.g., improving visibility of vulnerable road users) or lessen the risk of injury (e.g., helmets). Generally, little is known regarding the use of helmets and other protective equipment by e-scooter riders, except when injuries occur. Trauma studies have reported low ( 4.4%; Trivedi et al., 2019) to moderate (46%; Mitchell et al., 2019) use of helmets. While the majority of e-scooter presentations occur during evenings (Vemon et al., 2020), little is known about the use of reflective equipment by scooter riders. The aim of this paper is to explore factors that influence the use of protective equipment, including helmets and reflective equipment, by e-scooter riders. [From: Introduction]

This dissertation conducted an extensive examination of dockless e-scooter dynamics using high-resolution trip data from Austin, Texas. Four studies were conducted to capture the multifaceted nature of e-scooter operations and demand. The first study aimed to identify and quantify the influence of contributing factors affecting e-scooter demand by partitioning the data by time period for weekdays and weekends. Utilizing a joint panel linear regression (JPLR) model, significant associations were observed between e-scooter demand and variables such as sociodemographic attributes, transportation infrastructure, land use, meteorological attributes, and situational factors. The second study shifted focus to shared e-scooter origin-destination (OD) flows in the urban region. By employing a joint binary logit-fractional split model, e-scooter OD flows were analyzed, emphasizing variations across distinct time periods and the subsequent implications for e-scooter deployment and rebalancing strategies. The third study delved into e-scooter utilization efficiency, introducing a time-to-book (TtB) measure. Through a Mixed Grouped Ordered Logit (MGOL) model, the study highlighted variations between regular and peak weeks, offering operators a chance to enhance fleet utilization. The final study addressed the broader context of the e-scooter industry, investigating the impact of the COVID-19 pandemic. By analyzing datasets spanning January 2019 through December 2021, a spatial approach illuminated changes in e-scooter demand patterns before, during, and after the pandemic, highlighting the effects of COVID-19-related factors and vaccine attributes on e-scooter trends. These collective insights from the four studies provide valuable contributions to understanding and enhancing e-scooter operations in urban landscapes

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There is a need for smaller and more economic transportation systems. Two-wheeled inverted-pendulum machines, such as the Segway, have been proposed to address this need. However, the Segway places the operator on top of a naturally unstable platform that is stabilized by means of a control system. The control stability of the Segway can be severely affected when minor disturbances or unanticipated conditions arise. In this thesis, a dynamic model of a Segway is developed and used in simulations of various conditions that can arise during normal use. The dynamic model of a general two-wheeled inverted pendulum and human rider is presented. Initial estimates of the parameters were calculated or obtained from other references. The results from numerous experiments are presented and used to develop a better understanding of the dynamics of the vehicle. The experimental data was then used to adjust the model parameters to match the dynamics of a real Segway Human Transporter. Finally, the model was used to simulate various failure conditions. The simulations provide a better understanding of how these conditions arise, and help identify which parameters play an important role in their outcome.

Free floating electric scooters is a relatively new phenomena in many cities across the world and despite the Covid-19-pandemic, electric scooters are growing in popularity. There are however mixed opinions on whether electric scooters are environmentally friendly or not and if they are an option for municipalities to utilize in their planning towards more sustainable cities or not. Laws are also lacking for regulating this new means of transport. This study aims to examine how municipalities can plan for electric scooters in their traffic planning as well as examining if electric scooters work according to the municipalities’ visions for their future traffic planning. This study also aims to map out what Swedish cities have electric scooters today and examine what characteristics these cities have. The study has been conducted through interviews with two Swedish municipalities, one Norwegian municipality and one provider of free floating electric scooters. A literature review of several municipalities’ planning and strategy documents has been carried out as well. Findings show that free floating electric scooters exist in the most populous municipalities in Sweden. The municipalities have a high share of students and young people in the ages 18-35, which is the age group that tend to use electric scooters the most. The municipalities have a lower amount of days with snow-cover than the national average. Findings also show that municipalities are positive towards free floating electric scooters and think that they fit in with the overall visions for the municipalities’ planning.

According to the community database on accidents on the roads in Europe, 2035 cyclist fatalities happened in Europe in 2019 [S]. In Sweden, 10440 bicycle crashes were reported in the Swedish Traffic Accident Data Acquisition database during 2019, and 30% of the cyclist fatalities were in car-to-cyclist rear-end crashes [6]. Nowadays, new micromobility vehicles (MMVs), for example, e-scooters, and Segways, are becoming more popular. Unlike traditional bicycles, these new MMVs usually have novel designs in appearance, kinematics, operation method, and power source (e.g., electricity-driven/assisted), which bring new hazards to traditional road users [1, 4]. Thus, it is essential to understand and quantify the behavior of the new MMV users to improve road safety.