Optimal slopes and speeds in uphill ski mountaineering: a laboratory study.

The purpose of this study was to estimate the energy cost of linear (EC) and vertical displacement (ECvert), mechanical efficiency and main stride parameters during simulated ski mountaineering at different speeds and gradients, to identify an optimal speed and gradient that maximizes performance. 12 subjects roller skied on a treadmill at three different inclines (10, 17 and 24 %) at three different speeds (approximately 70, 80 and 85 % of estimated peak heart rate). Energy expenditure was calculated by indirect calorimetry, while biomechanical parameters were measured with an inertial sensor-based system. At 10 % there was no significant change with speed in EC, ECvert and mechanical efficiency. At 17 and 24 % the fastest speed was significantly more economical. There was a significant effect of gradient on EC, ECvert and mechanical efficiency. The most economical gradient was the steepest one. There was a significant increase of stride frequency with speed. At steep gradients only, relative thrust phase duration decreased significantly, while stride length increased significantly with speed. There was a significant effect of gradient on stride length (decrease with steepness) and relative thrust phase duration (increase with steepness). A combination of a decreased relative thrust phase duration with increased stride length and frequency decreases ECvert. To minimize the energy expenditure to reach the top of a mountain and to optimize performance, ski-mountaineers should choose a steep gradient (~24 %) and, provided they possess sufficient metabolic scope, combine it with a fast speed (~6 km h(-1)).

Variable Speed Limits. Review and development of an aggregate indicator based on floating car data.

Changing factors (mainly traffic intensity and weather conditions) affecting road conditions require a suitable optimal speed at any time. To solve this problem, variable speed limit systems (VSL) ? as opposed to fixed limits ? have been developed in recent decades. This term has included a number of speed management systems, most notably dynamic speed limits (DSL). In order to avoid the indiscriminate use of both terms in the literature, this paper proposes a simple classification and offers a review of some experiences, how their effects are evaluated and their results This study also presents a key indicator, which measures the speed homogeneity and a methodology to obtain the data based on floating cars and GPS technology applying it to a case study on a section of the M30 urban motorway in Madrid (Spain).

Homogeneization effects of variable speed limits.

Changing factors (mainly traffic intensity and weather conditions) affecting road conditions require a suitable optimal speed at any time. To solve this problem, variable speed limit systems (VSL) - as opposed to fixed limits - have been developed in recent decades. This term has included a number of speed management systems, most notably dynamic speed limits (DSL). In order to avoid the indiscriminate use of both terms in the literature, this paper proposes a simple classification and offers a review of some experiences, how their effects are evaluated and their results. This study also presents a key indicator which measures the speed homogeneity and a methodology to obtain the data based on floating cars and GPS technology applying it to a case study on a section of the M30 urban motorway in Madrid (Spain). It also presents the relation between this indicator and road performance and emissions values.

Tempo de reação, tempo de movimento e aquisição de timing antecipatorio em idosos

Universidade Estadual de Campinas. Faculdade de Educação Física

DTC-OHJATUN TAHTIKONEKÄYTÖN PYÖRIMISNOPEUSSÄÄDÖN ANALYYSI INTEGROIDUN SIMULOINTIMALLIN AVULLA

Työssä rakennettiin integroitu simulointimalli sähkökäytölle, jonka mekaniikka koostuu joustava-akselisesta kaksimassa systeemistä. Lisäksi tarkasteltiin kyseiselle sähkökäytölle ominaisia piirteitä ja niiden aiheuttamia ongelmia eri sovelluksissa, sekä tutkittiin teollisuudessa yleisesti esiintyvän pyörimisnopeussäädön, PI-säädön, parametrien vaikutusta kyseisen mekaniikan omaaviin sähkökäyttöihin. Taajuusmuuttajalle kehiteltiin yksinkertaistettu simulointimalli, jolla pystytään pienentämään merkittävästi simuloinnin laskenta-aikaa. Vääntövärähtelyiden kompensointiin tutkittiin optimaalista tilasäätöä, jossa Kalman suotimella estimoidaan systeemin tilojen lisäksi myös kuormamomentti ja jossa nopeussäätö suunnitellaan lineaarisella neliöllisellä menetelmällä (Linear Quadratic).

Anpassung des Metamodells PerPot an den ausdauerorientierten Laufsport zur Trainings- und Wettkampfoptimierung

Schon seit einigen Jahrzehnten wird die Sportwissenschaft durch computergestützte Methoden in ihrer Arbeit unterstützt. Mit der stetigen Weiterentwicklung der Technik kann seit einigen Jahren auch zunehmend die Sportpraxis von deren Einsatz profitieren. Mathematische und informatische Modelle sowie Algorithmen werden zur Leistungsoptimierung sowohl im Mannschafts- als auch im Individualsport genutzt. In der vorliegenden Arbeit wird das von Prof. Perl im Jahr 2000 entwickelte Metamodell PerPot an den ausdauerorientierten Laufsport angepasst. Die Änderungen betreffen sowohl die interne Modellstruktur als auch die Art der Ermittlung der Modellparameter. Damit das Modell in der Sportpraxis eingesetzt werden kann, wurde ein Kalibrierungs-Test entwickelt, mit dem die spezifischen Modellparameter an den jeweiligen Sportler individuell angepasst werden. Mit dem angepassten Modell ist es möglich, aus gegebenen Geschwindigkeitsprofilen die korrespondierenden Herzfrequenzverläufe abzubilden. Mit dem auf den Athleten eingestellten Modell können anschliessend Simulationen von Läufen durch die Eingabe von Geschwindigkeitsprofilen durchgeführt werden. Die Simulationen können in der Praxis zur Optimierung des Trainings und der Wettkämpfe verwendet werden. Das Training kann durch die Ermittlung einer simulativ bestimmten individuellen anaeroben Schwellenherzfrequenz optimal gesteuert werden. Die statistische Auswertung der PerPot-Schwelle zeigt signifikante Übereinstimmungen mit den in der Sportpraxis üblichen invasiv bestimmten Laktatschwellen. Die Wettkämpfe können durch die Ermittlung eines optimalen Geschwindigkeitsprofils durch verschiedene simulationsbasierte Optimierungsverfahren unterstützt werden. Bei der neuesten Methode erhält der Athlet sogar im Laufe des Wettkampfs aktuelle Prognosen, die auf den Geschwindigkeits- und Herzfrequenzdaten basieren, die während des Wettkampfs gemessen werden. Die mit PerPot optimierten Wettkampfzielzeiten für die Athleten zeigen eine hohe Prognosegüte im Vergleich zu den tatsächlich erreichten Zielzeiten.

Optimización del consumo de combustible de un vehículo dependiendo de las condiciones de la carretera

El consumo de combustible en un automóvil es una característica que se intenta mejorar continuamente debido a los precios del carburante y a la creciente conciencia medioambiental. Esta tesis doctoral plantea un algoritmo de optimización del consumo que tiene en cuenta las especificaciones técnicas del vehículo, el perfil de orografía de la carretera y el tráfico presente en ella. El algoritmo de optimización calcula el perfil de velocidad óptima que debe seguir el vehículo para completar un recorrido empleando un tiempo de viaje especificado. El cálculo del perfil de velocidad óptima considera los valores de pendiente de la carretera así como también las condiciones de tráfico vehicular de la franja horaria en que se realiza el recorrido. El algoritmo de optimización reacciona ante condiciones de tráfico cambiantes y adapta continuamente el perfil óptimo de velocidad para que el vehículo llegue al destino cumpliendo el horario de llegada establecido. La optimización de consumo es aplicada en vehículos convencionales de motor de combustión interna y en vehículos híbridos tipo serie. Los datos de consumo utilizados por el algoritmo de optimización se obtienen mediante la simulación de modelos cuasi-estáticos de los vehículos. La técnica de minimización empleada por el algoritmo es la Programación Dinámica. El algoritmo divide la optimización del consumo en dos partes claramente diferenciadas y aplica la Programación Dinámica sobre cada una de ellas. La primera parte corresponde a la optimización del consumo del vehículo en función de las condiciones de tráfico. Esta optimización calcula un perfil de velocidad promedio que evita, cuando es posible, las retenciones de tráfico. El tiempo de viaje perdido durante una retención de tráfico debe recuperarse a través de un aumento posterior de la velocidad promedio que incrementaría el consumo del vehículo. La segunda parte de la optimización es la encargada del cálculo de la velocidad óptima en función de la orografía y del tiempo de viaje disponible. Dado que el consumo de combustible del vehículo se incrementa cuando disminuye el tiempo disponible para finalizar un recorrido, esta optimización utiliza factores de ponderación para modular la influencia que tiene cada una de estas dos variables en el proceso de minimización. Aunque los factores de ponderación y la orografía de la carretera condicionan el nivel de ahorro de la optimización, los perfiles de velocidad óptima calculados logran ahorros de consumo respecto de un perfil de velocidad constante que obtiene el mismo tiempo de recorrido. Las simulaciones indican que el ahorro de combustible del vehículo convencional puede lograr hasta un 8.9% mientras que el ahorro de energía eléctrica del vehículo híbrido serie un 2.8%. El algoritmo fusiona la optimización en función de las condiciones del tráfico y la optimización en función de la orografía durante el cálculo en tiempo real del perfil óptimo de velocidad. La optimización conjunta se logra cuando el perfil de velocidad promedio resultante de la optimización en función de las condiciones de tráfico define los valores de los factores de ponderación de la optimización en función de la orografía. Aunque el nivel de ahorro de la optimización conjunta depende de las condiciones de tráfico, de la orografía, del tiempo de recorrido y de las características propias del vehículo, las simulaciones indican ahorros de consumo superiores al 6% en ambas clases de vehículo respecto a optimizaciones que no logran evitar retenciones de tráfico en la carretera. ABSTRACT Fuel consumption of cars is a feature that is continuously being improved due to the fuel price and an increasing environmental awareness. This doctoral dissertation describes an optimization algorithm to decrease the fuel consumption taking into account the technical specifications of the vehicle, the terrain profile of the road and the traffic conditions of the trip. The algorithm calculates the optimal speed profile that completes a trip having a specified travel time. This calculation considers the road slope and the expected traffic conditions during the trip. The optimization algorithm is also able to react to changing traffic conditions and tunes the optimal speed profile to reach the destination within the specified arrival time. The optimization is applied on a conventional vehicle and also on a Series Hybrid Electric vehicle (SHEV). The fuel consumption optimization algorithm uses data obtained from quasi-static simulations. The algorithm is based on Dynamic Programming and divides the fuel consumption optimization problem into two parts. The first part of the optimization process reduces the fuel consumption according to foreseeable traffic conditions. It calculates an average speed profile that tries to avoid, if possible, the traffic jams on the road. Traffic jams that delay drivers result in higher vehicle speed to make up for lost time. A higher speed of the vehicle within an already defined time scheme increases fuel consumption. The second part of the optimization process is in charge of calculating the optimal speed profile according to the road slope and the remaining travel time. The optimization tunes the fuel consumption and travel time relevancies by using two penalty factors. Although the optimization results depend on the road slope and the travel time, the optimal speed profile produces improvements of 8.9% on the fuel consumption of the conventional car and of 2.8% on the spent energy of the hybrid vehicle when compared with a constant speed profile. The two parts of the optimization process are combined during the Real-Time execution of the algorithm. The average speed profile calculated by the optimization according to the traffic conditions provides values for the two penalty factors utilized by the second part of the optimization process. Although the savings depend on the road slope, traffic conditions, vehicle features, and the remaining travel time, simulations show that this joint optimization process can improve the energy consumption of the two vehicles types by more than 6%.

Quantum of Vision

Visual inputs to artificial and biological visual systems are often quantized: cameras accumulate photons from the visual world, and the brain receives action potentials from visual sensory neurons. Collecting more information quanta leads to a longer acquisition time and better performance. In many visual tasks, collecting a small number of quanta is sufficient to solve the task well. The ability to determine the right number of quanta is pivotal in situations where visual information is costly to obtain, such as photon-starved or time-critical environments. In these situations, conventional vision systems that always collect a fixed and large amount of information are infeasible. I develop a framework that judiciously determines the number of information quanta to observe based on the cost of observation and the requirement for accuracy. The framework implements the optimal speed versus accuracy tradeoff when two assumptions are met, namely that the task is fully specified probabilistically and constant over time. I also extend the framework to address scenarios that violate the assumptions. I deploy the framework to three recognition tasks: visual search (where both assumptions are satisfied), scotopic visual recognition (where the model is not specified), and visual discrimination with unknown stimulus onset (where the model is dynamic over time). Scotopic classification experiments suggest that the framework leads to dramatic improvement in photon-efficiency compared to conventional computer vision algorithms. Human psychophysics experiments confirmed that the framework provides a parsimonious and versatile explanation for human behavior under time pressure in both static and dynamic environments.

Traffic Signal Optimization of Urban Arterial Network by Vehicle-to-Infrastructure

Urbanization has occasionally been linked to negative consequences. Traffic light system in urban arterial networks plays an essential role to the operation of transport systems. The availability of new Intelligent Transportation System innovations paved the way for connecting vehicles and road infrastructure. GLOSA, or the Green Light Optimal Speed Advisory, is a recent integration of vehicle-to-everything (v2x) technology. This thesis emphasized GLOSA system's potential as a tool for addressing traffic signal optimization. GLOSA serves as an advisory to drivers, informing them of the speed they must maintain to reduce waiting time. The considered study area in this thesis is the Via Aurelio Saffi – Via Emilia Ponente corridor in the Metropolitan City of Bologna which has several signalized intersections. Several simulation runs were performed in SUMOPy software on each peak-hour period (morning and afternoon) using recent actual traffic count data. GLOSA devices were placed on a 300m GLOSA distance. Considering the morning peak-hour, GLOSA outperformed the actuated traffic signal control, which is the baseline scenario, in terms of average waiting time, average speed, average fuel consumption per vehicle and average CO2 emissions. A remarkable 97% reduction on both fuel consumption and CO2 emissions were obtained. The average speed of vehicles running through the simulation was increased as well by 7% and a time saved of 25%. Same results were obtained for the afternoon peak hour with a decrease of 98% on both fuel consumption and CO2 emissions, 20% decrease on average waiting time, and an increase of 2% in average speed. In addition to previously mentioned benefits of GLOSA, a 15% and 13% decrease in time loss were obtained during morning and afternoon peak-hour, respectively. Towards the goal of sustainability, GLOSA shows a promising result of significantly lowering fuel consumption and CO2 emissions per vehicle.

Optimal brake specific fuel consumption trajectory for stand-alone variable speed Diesel Gen-Set

Energy efficiency plays an important role to the CO2 emissions reduction, combating climate change and improving the competitiveness of the economy. The problem presented here is related to the use of stand-alone diesel gen-sets and its high specific fuel consumptions when operates at low loads. The variable speed gen-set concept is explained as an energy-saving solution to improve this system efficiency. This paper details how an optimum fuel consumption trajectory based on experimentally Diesel engine power map is obtained.

The Optimal trigger speed of vehicle activated signs

The thesis aims to elaborate on the optimum trigger speed for Vehicle Activated Signs (VAS) and to study the effectiveness of VAS trigger speed on drivers’ behaviour. Vehicle activated signs (VAS) are speed warning signs that are activated by individual vehicle when the driver exceeds a speed threshold. The threshold, which triggers the VAS, is commonly based on a driver speed, and accordingly, is called a trigger speed. At present, the trigger speed activating the VAS is usually set to a constant value and does not consider the fact that an optimal trigger speed might exist. The optimal trigger speed significantly impacts driver behaviour. In order to be able to fulfil the aims of this thesis, systematic vehicle speed data were collected from field experiments that utilized Doppler radar. Further calibration methods for the radar used in the experiment have been developed and evaluated to provide accurate data for the experiment. The calibration method was bidirectional; consisting of data cleaning and data reconstruction. The data cleaning calibration had a superior performance than the calibration based on the reconstructed data. To study the effectiveness of trigger speed on driver behaviour, the collected data were analysed by both descriptive and inferential statistics. Both descriptive and inferential statistics showed that the change in trigger speed had an effect on vehicle mean speed and on vehicle standard deviation of the mean speed. When the trigger speed was set near the speed limit, the standard deviation was high. Therefore, the choice of trigger speed cannot be based solely on the speed limit at the proposed VAS location. The optimal trigger speeds for VAS were not considered in previous studies. As well, the relationship between the trigger value and its consequences under different conditions were not clearly stated. The finding from this thesis is that the optimal trigger speed should be primarily based on lowering the standard deviation rather than lowering the mean speed of vehicles. Furthermore, the optimal trigger speed should be set near the 85th percentile speed, with the goal of lowering the standard deviation.

Optimal span length in high-speed transmission systems with hybrid Raman-erbium-doped fiber amplification

We show, using nonlinearity management, that the optimal performance in high-bit-rate dispersion-managed fiber systems with hybrid amplification is achieved for a specific amplifier spacing that is different from the asymptotically vanishing length corresponding to ideally distributed amplification [Opt. Lett. 15, 1064 (1990)]. In particular, we prove the existence of a nontrivial optimal span length for 40-Gbit/s wavelength-division transmission systems with Raman-erbium-doped fiber amplification. Optimal amplifier lengths are obtained for several dispersion maps based on commonly used transmission fibers. © 2005 Optical Society of America.

Optimal span length in high-speed transmission systems with hybrid Raman/EDFA amplification

The existence of an optimal span length for 40 Gbit/s WDM transmission systems with hybrid Raman/EDFA amplification is demonstrated. Optimal lengths are obtained for specific amplifier configurations and different fibre arrangements based on SSMF/DCF and SLA/IDF implementation, using a simple nonlinearity management theory.

The effect of agitation speed, enzyme loading and substrate concentration on enzymatic hydrolysis of cellulose from brewer`s spent grain

Brewer`s spent grain components (cellulose, hemicellulose and lignin) were fractionated in a two-step chemical pretreatment process using dilute sulfuric acid and sodium hydroxide solutions. The cellulose pulp produced was hydrolyzed with a cellulolytic complex, Celluclast 1.5 L, at 45 degrees C to convert the cellulose into glucose. Several conditions were examined: agitation speed (100, 150 and 200 rpm), enzyme loading (5, 25 and 45 FPU/g substrate), and substrate concentration (2, 5 and 8% w/v), according to a 2(3) full factorial design aiming to maximize the glucose yield. The obtained results were interpreted by analysis of variance and response surface methodology. The optimal conditions for enzymatic hydrolysis of brewer`s spent grain were identified as 100 rpm, 45 FPU/g and 2% w/v substrate. Under these conditions, a glucose yield of 93.1% and a cellulose conversion (into glucose and cellobiose) of 99.4% was achieved. The easiness of glucose release from BSG makes this substrate a raw material with great potential to be used in bioconversion processes.

THE INFLUENCE OF LENGTH CHANGE SPEED AND DIRECTION ON DYNAMIC FUNCTION POTENTIATION IN FAST MOUSE MUSCLE

The purpose of this study was to test the hypothesis that the potentiation of dynamic function was dependent upon both length change speed and direction. Mouse EDL was cycled in vitro (25º C) about optimal length (Lo) with constant peak strain (± 2.5% Lo) at 1.5, 3.3 and 6.9 Hz before and after a conditioning stimulus. A single pulse was applied during shortening or lengthening and peak dynamic (concentric or eccentric) forces were assessed at Lo. Stimulation increased peak concentric force at all frequencies (range: 19 ± 1 to 30 ± 2%) but this increase was proportional to shortening speed, as were the related changes to concentric work/power (range: -15 ± 1 to 39 ± 1 %). In contrast, stimulation did not increase eccentric force, work or power at any frequency. Thus, results reveal a unique hysteresis like effect for the potentiation of dynamic output wherein concentric and eccentric forces increase and decrease, respectively, with work cycle frequency.