Apresenta-se um framework que permite a caracterização, conformação e escalonamento de todas as categorias de serviços A TM, dentro do ambiente de usuário (CEP). Propõem-se um modelo de tráfego otimizado para este ambiente que oferece condições de garantias de QoS individuais para fluxos VBR, tempo real ou não, CBR, ABR e UBR. O modelo proposto, denominado de PCSTS (priority class services traffic shaping), inclui um módulo que permite a obtenção do descritor de tráfego de fluxos desconhecidos. Os fluxos são conformados de forma individual, e em tempo real, segundo um conformador baseado num algoritmo de escalonamento virtual duplo baseado no GCRA do ITU/ ATM Forum. Para a multiplexação dinâmica dos diferentes fluxos do ambiente de usuário, no enlace de acesso, é proposto um algoritmo de escalonamento EDD, modificado através de um sinal de realimentação entre conformador e escalonador, e desta forma tem-se condições de oferecer garantias de limite de atraso e jitter para fluxos individuais de serviços rt-VBR ou nrt-VBR. São apresentadas simulações, tanto da caracterização dos fluxos desconhecidos como da arquitetura do escalonador, que comprovam o comportamento esperado do modelo de tráfego PCSTS. / We present a framework that enhances the characterization, shaping and scheduling of ATM traffic flows for ali ATM service categories in the customer prernise equipment (CPE) environment. We propose an optirnized traffic model, capable to guarantee QoS parameters at per connection levei for VBR services, real time or not, CBR, ABR and UBR services. The model proposed, narned PCSTS (priority classes services traffic shaping), includes a module that performs the characterization of services with unknown traffic descriptor. The flows are shaped individually, in real time, through a shaper based on the double discrete time scheduling algorithm of the GCRA from ITU/ ATM Forum. For the dynarnic multiplexing of the different service flows , at the link levei, a modified EDD scheduling algorithm is proposed with a feedback signal between the scheduling and shaping modules. As a result, it is demonstrated that it is possible to grant jitter and delay bounds for the rt-VBR and nrt-VBR services. We present simulations of the traffic characterization module and of the scheduling architecture, for different services, which confirms the expected behavior of the PCSTS model.

Apresenta-se um framework que permite a caracterização, conformação e escalonamento de todas as categorias de serviços A TM, dentro do ambiente de usuário (CEP). Propõem-se um modelo de tráfego otimizado para este ambiente que oferece condições de garantias de QoS individuais para fluxos VBR, tempo real ou não, CBR, ABR e UBR. O modelo proposto, denominado de PCSTS (priority class services traffic shaping), inclui um módulo que permite a obtenção do descritor de tráfego de fluxos desconhecidos. Os fluxos são conformados de forma individual, e em tempo real, segundo um conformador baseado num algoritmo de escalonamento virtual duplo baseado no GCRA do ITU/ ATM Forum. Para a multiplexação dinâmica dos diferentes fluxos do ambiente de usuário, no enlace de acesso, é proposto um algoritmo de escalonamento EDD, modificado através de um sinal de realimentação entre conformador e escalonador, e desta forma tem-se condições de oferecer garantias de limite de atraso e jitter para fluxos individuais de serviços rt-VBR ou nrt-VBR. São apresentadas simulações, tanto da caracterização dos fluxos desconhecidos como da arquitetura do escalonador, que comprovam o comportamento esperado do modelo de tráfego PCSTS. / We present a framework that enhances the characterization, shaping and scheduling of ATM traffic flows for ali ATM service categories in the customer prernise equipment (CPE) environment. We propose an optirnized traffic model, capable to guarantee QoS parameters at per connection levei for VBR services, real time or not, CBR, ABR and UBR services. The model proposed, narned PCSTS (priority classes services traffic shaping), includes a module that performs the characterization of services with unknown traffic descriptor. The flows are shaped individually, in real time, through a shaper based on the double discrete time scheduling algorithm of the GCRA from ITU/ ATM Forum. For the dynarnic multiplexing of the different service flows , at the link levei, a modified EDD scheduling algorithm is proposed with a feedback signal between the scheduling and shaping modules. As a result, it is demonstrated that it is possible to grant jitter and delay bounds for the rt-VBR and nrt-VBR services. We present simulations of the traffic characterization module and of the scheduling architecture, for different services, which confirms the expected behavior of the PCSTS model.

Le domaine de la modélisation du trafic routier vise à comprendre son évolution. Dans les dernières années, plusieurs modèles du trafic ont été proposés dans l’objectif de géolocaliser les embouteillages au sein du trafic, détecter des motifs dans le trafic routier, estimer l’état du trafic etc. La plupart des modèles proposés considèrent le trafic routier en termes de ses constituants ou comme une entité agrégée en fonction de l’échelle choisie et expliquent l’évolution du trafic quantitativement en tenant compte des relations entre les variables de trafic comme le flot, la densité et la vitesse. Ces modèles décrivent le trafic en utilisant des données très précises acquises par différents capteurs. La précision des données rend son calcul coûteux en termes de ressources requises. Une des solutions à ce problème est la représentation qualitative du trafic routier qui réduit le nombre de ressources de traitement nécessaires. Puisque le trafic routier est un phénomène spatio-temporel, les modèles proposés pour représenter ce type de phénomène pourraient être appliqués dans le cas du trafic routier. Les modèles spatio-temporels, proposés par la communauté de l’Analyse Spatio-Temporelle, ont comme objectif la représentation d’un phénomène tant du point de vue qualitatif que quantitatif. Certains de ces modèles proposent une discrétisation des phénomènes modélisés en considérant un phénomène comme constitué d’entités. Appliquée au trafic routier, cette notion permet d’identifier différentes entités, comme les véhicules, les piétons, les bâtiments etc., qui le constituent. Ces entités influent sur l’évolution du trafic. Les modèles spatio-temporels qualitatifs définissent l’effet des différentes entités les unes sur les autres en terme de relations spatiales. L’évolution spatio-temporelle du phénomène modélisé est représenté par la variation temporelle de ces relations. La prise en compte des entités du trafic et des relations spatiales formalise une structure qui peut être représentée en utilisant un graphe, où les nœuds modélisent des entités et les arcs des relations spatiales. Par conséquent, l’évolution du trafic, modélisée via ce graphe, devient l’évolution du graphe et peut être représenté en terme de la variation de la structure du graphe ainsi que celle des attributs de ses nœuds et de ses arcs. Dans cette thèse, nous proposons une modélisation du trafic routier de ce type basée sur la théorie des graphes. Une des applications à la modélisation du trafic routier est la détection des motifs pertinents au sein du trafic. Dans les modèles du trafic existants, les motifs détectés sont statistiques et sont représentés en utilisant des caractéristiques numériques. Le modèle que nous pro posons dans cette thèse met en avant la structure représentant le trafic routier et peut donc être utilisé pour définir des motifs structurels du trafic qui prennent en compte des différentes entités du trafic et leurs relations. Ces motifs structurels sont sous-jacents à une modélisation sous forme de graphe dynamique. Dans cette thèse, nous proposons un algorithme pour détecter ces motifs structurels du trafic dans le graphe spatio-temporel représentant le trafic routier. Ce problème est formalisé comme celui de l’isomorphisme de sous-graphe pour des graphes dynamiques. L’algorithme proposé est évalué en fonction desdifférents paramètres de graphes. / For past several decades, researchers have been interested in understanding traffic evolution, hence, have proposed various traffic models to identify bottleneck locations where traffic congestion occurs, to detect traffic patterns, to predict traffic states etc. Most of the existing models consider traffic as many-particle system, describe it using different scales of representation and explain its evolution quantitatively by deducing relations between traffic variables like flow, density and speed. Such models are mainly focused on computing precise information about traffic using acquired traffic data. However, computation of such precise information requires more processing resources. A way to remedy this problem is to consider traffic evolution in qualitative terms which reduces the required number of processing resources. Since traffic is spatio-temporal in nature, the models which deal with spatio-temporal phenomenon can be applied in case of traffic. Such models represent spatio-temporal phenomenon from qualitative as well as quantitative standpoints. Depending on the intended application, some models are able to differentiate between various entities taking part in the phenomenon, which proves useful in case of traffic since different objects like vehicles, buildings, pedestrians, bicycles etc., directly affecting traffic evolution, can be included in traffic models. Qualitative spatio-temporal models consider the effects of different entities on each other in terms of spatial relations between them and spatio-temporal evolution of the modeled phenomenon is described in terms of variation in such relations over time. Considering different traffic constituents and spatial relations between them leads to the formation of a structure which can be abstracted using graph, whose nodes represent individual constituents and edges represent the corresponding spatial relations. As a result, the evolution of traffic, represented using graph, is described in terms of evolution of the graph itself, i. e. change in graph structure and attributes of nodes and edges, with time. In this thesis, we propose such a graph model to represent traffic. As mentioned above, one of the applications of existing traffic models is in detecting traffic patterns. However, since such models consider traffic quantitatively, in terms of acquired traffic data, the patterns detected using such models are statistical (a term employed by Pattern Recognition researchers) in the sense that they are represented using numerical description. Since graph-based traffic model proposed in this thesis represents the structure of traffic, it can be employed to redefine the meaning of traffic patterns from statistical to structural (also a term from Pattern Recognition community). Structural traffic patterns include different traffic constituents and their inter-links and are represented using time-varying graphs. An algorithm to detect a given structural traffic pattern in the spatio-temporal graph representing traffic is proposed in this thesis. It formalizes this problem as subgraph isomorphism for time-varying graphs. In the end, the performance of the algorithm is tested using various graph parameters.

Researchers who aim to evaluate proposed modifications to the Internet’s architecture face a unique set of challenges. Internet-based measurements provide limited value to such evaluations, as the quantities being measured are easily lost to ambiguity and idiosyncrasy. While simulations offer more control, Internet-like environments are difficult to construct due to the lack of ground truth in critical areas, such as topological structure and traffic patterns. This thesis develops a network topology and traffic models for a simulation-based evaluation of the PURSUIT rendezvous system, the name-based interdomain routing mechanism of an information-centric future Internet architecture. Although the empirical data used to construct the employed models is imperfect, it is nonetheless useful for identifying invariants which can shed light upon significant architectural characteristics. The contribution of this work is twofold. In addition to being directly applicable to the evaluation of PURSUIT’s rendezvous system, the methods used in this thesis may be applied more generally to any studies which aim to simulate Internet-like systems. / Forskare som syftar till att utvärdera föreslagna ändringar av Internet arkitektur står inför en unik uppsättning utmaningar. Internet-baserade mätningar ger begränsat värde för sådana utvärderingar, eftersom de kvantiteter som mäts är lätt förlorade mot tvetydighet och egenhet. Även om simuleringar ger mer kontroll är Internet-liknande miljöer svåra att konstruera på grund av bristen på kända principer i kritiska områden, såsom topologiska struktur och trafikmönster. Denna avhandling utvecklar en nättopologi och trafikmodeller för en simulering baserad utvärdering av PURSUIT mötesplatsen systemet, den namn-baserade interdomän routing mekanismen för en informations-centrerad arkitektur av framtidens Internet. Även om de empiriska data som används för att konstruera modeller är bristfällig, är det ändå användbart för att identifiera invarianter som kan belysa viktiga arkitektoniska egenskaper. Bidraget från detta arbete har två syften. Förutom att vara direkt tillämplig för utvärderingen av PURSUITs rendezvous system, kan de metoder som används i denna avhandling användas mer allmänt för studier som syftar till att simulera Internet-liknande system.

Beim Entwurf großer Netzwerke der Automation ermöglichen Methoden der Leistungsbewertung den Test und die Dimensionierung eines Netzwerkes bereits vor der Inbetriebnahme und erlauben damit einen effizienten, qualitätsorientierten Entwurf. Es ist jedoch sehr wissensintensiv und aufwendig, entsprechende Analyse- oder Simulations-Modelle aufzustellen und die Ergebnisse auszuwerten, weshalb die Methoden in der Praxis der Automation selten verwendet werden. Viel vertrauter sind dem Entwerfer hingegen die speziellen Software-Tools, mit denen in der Automation Netzwerke entworfen werden. Auf Basis der Datenbanken dieser Tools werden in dieser Arbeit verschieden Verfahren zur automatischen Systemmodellierung, Verkehrsmodellierung, Leistungsbewertung und Fehlerdiagnose zu einem Control Network Performance Engineering kombiniert, welches die Qualitätsbewertung und -beratung nahtlos und ohne Mehraufwand in den Netzwerkentwurf integriert. (Die Dissertation wurde veröffentlicht im Jörg Vogt Verlag, Voglerstr. 20, 01277 Dresden, Internet: http://www.vogtverlag.de/, email: info@vogtverlag.de, ISBN 978-3-938860-10-6) / During the design of large automation networks, performance analysis methods can be used for testing and dimensioning the network before implementation and are essential for an efficient and reliable design process. However, setting up the necessary analytical or simulative models is time-consuming, requires in-depth knowledge, and is therefore often not applicable in practice. The network designers are much more used to the design tools used to develop automation networks. Based on these tools' databases various methods for automated system and traffic modeling, performance analysis and diagnoses are combined in the control network performance engineering that seamlessly integrates quality analysis and consulting into network design without requiring additional effort. (This manuscript is also available - in the form of a book - from Jörg Vogt Verlag, Voglerstr. 20, 01277 Dresden, Germany world-wide web address: http://www.vogtverlag.de/, electronic-mail address: info@vogtverlag.de, ISBN 978-3-938860-10-6 )

The transportation sector is responsible for the majority of airborne particles and global energy consumption in urban areas. Its role in generating air pollution in urban areas is even more critical, as many visitors, commuters and citizens travel there daily for various reasons. Emissions released by transport fleets have an exhaust (tailpipe) and a non-exhaust (brake wears ) origin. Both exhaust and non-exhaust airborne particles can have destructive effects on the human cardiovascular and respiratory systems and even lead to premature deaths. This dissertation aims to estimate the amount of exhaust and brake emissions in a real case study by proposing an innovative methodology. For this purpose, different levels of study have been introduced, including the subsystem level, the system level, the environmental level and the suprasystem level. To address these levels, two approaches were proposed along with a data collection process. First, a comprehensive field survey was conducted in the area of Buonconsiglio Castle and data was collected on traffic and non-traffic during peak hours. Then, in the first approach, a state-of-the-art simulation-based method was presented to estimate the amount of exhaust emissions generated and the rate of fuel consumption in the case study using the VISSIM traffic microsimulation software and Enviver emission modeler at the suprasystem level. In order to calculate the results under different mobility conditions, a total of 18 scenarios were defined based on changes in vehicle speeds and the share of heavy vehicles (HV%) in the modal split. Subsequently, the scenarios were accurately modelled in the simulation software VISSIM and repeated 30 times with a simulation runtime of three hours. The results of the first approach confirmed the simultaneous effects of considering vehicle speed and HV % on fuel consumption and the amount of exhaust emissions generated. Furthermore, the sensitivity of exhaust emissions and fuel consumption to variations in vehicle speed was found to be much higher than HV %. In other words, the production of NOx and VOC emissions can be increased by up to 20 % by increasing the maximum speed of vehicles by 10 km/h. Conversely, increasing the HV percentage at the same speed does not seem to produce a significant change. Furthermore, increasing the speed from 30 km/h to 50 km/h increased CO emissions and fuel consumption by up to 33%. Similarly, a reduction in speed of 20 or 10 km/h with a 100% increase in HV resulted in a 40% and 27% decrease in exhaust emissions per seat, respectively. In the second approach, a novel methodology was proposed to estimate the number of brake particles in the case study. To achieve this goal, a downstream approach was proposed starting from the suprasystem level (microscopic traffic simulation models in VISSIM) and using a developed mathematical vehicle dynamics model at the system level to calculate the braking torques and angular velocities of the front and rear wheels, and proposes an artificial neural network (ANN) as a brake emission model, which has been appropriately trained and validated using emission data collected through more than 1000 experimental tribological tests on a reduced-scale dynamometer at the subsystem level (braking system). Consideration of this multi-level approach, from tribological to traffic-related aspects, is necessary for a realistic estimation of brake emissions. The proposed method was implemented on a targeted vehicle, a dominant SUV family car in the case study, considering real driving conditions. The relevant dynamic quantities of the targeted vehicle (braking torques and angular velocities of the wheels) were calculated based on the vehicle trajectory data such as speed and deceleration obtained from the traffic microsimulation models and converted into braking emissions via the artificial neural network. The total number of brake emissions emitted by the targeted vehicles was predicted for 10 iterations route by route and for the entire traffic network. The results showed that a large number of brake particles (in the order of billions of particles) are released by the targeted vehicles, which significantly affect the air quality in the case study. The results of this dissertation provide important information for policy makers to gain better insight into the rate of exhaust and brake emissions and fuel consumption in metropolitan areas and to understand their acute negative impacts on the health of citizens and commuters.