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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Travailleur, Lucy;

    Les matériaux composites mortier-polymère sont largement utilisés dans l'industrie pour des applications de protection et/ou de réparation de surfaces en béton. En effet, l'ajout de polymère dans les formulations de mortier permet de modifier les propriétés de ces matériaux, en particulier en favorisant leur adhésion tout en réduisant leur perméabilité. Cependant, les études menées sur ces matériaux ne prennent pas en compte les conditions d'application rencontrées sur chantier. En effet, elles sont généralement réalisées sur des pièces massives, alors qu'en réalité ces matériaux sont appliqués en couche mince. En outre, sur chantier, les exigences qui concernent la cure des matériaux ne sont pas toujours appliquées, et des transferts d'eau par évaporation peuvent avoir lieu. Enfin, les études de durabilité ne tiennent pas compte des interactions possibles entre les matériaux et les micro-organismes, ce qui conduit à des dégradations qui restent bien souvent très modérées mais préjudiciables sur le plan esthétique. L'objectif de cette thèse est donc d'étudier le comportement de composites mortier-polymère appliqués en couches minces, lorsqu'ils sont dans un environnement proche de ceux rencontrés sur chantier. Pour cela, des études ont tout d'abord été réalisées afin de mieux comprendre les propriétés des composites mortier-polymère au jeune âge. Un effet retardateur de prise a été mis en évidence en ajoutant des polymères dans la formulation de pâtes de ciment. Il a été attribué partiellement à l'adsorption des particules de polymère à la surface des grains de ciment, mais surtout à la complexation des ions calcium de la solution interstitielle par les polymères qui sont alors hydrolysés. Ensuite, les composites mortier-polymère ont été exposés à un flux d'air pendant leur durcissement, afin de reproduire leur séchage à l'air libre quand les conditions de cure ne sont pas respectées. Les essais ont montré que la présence de polymère ne permet pas de limiter les pertes d'eau par évaporation. De plus, il a été mis en évidence l'influence de l'épaisseur des mortiers. En effet, pour une épaisseur de moins de 20 mm, il n'y a plus assez d'eau après 24 heures de séchage pour pouvoir assurer l'hydratation du ciment.Dans une seconde partie, des études ont été menées sur les mortiers modifiés durcis afin d'évaluer leur résistance à la biocolonisation dans le cadre de leur utilisation pour la protection d'une façade de bâtiment d'une part, et d'une canalisation d'un réseau d'assainissement d'autre part. Dans le premier cas, les résultats montrent un effet du mode de cure, qui demande à être approfondis à travers une nouvelle campagne d'essais. De plus, la colonisation des mortiers a été fortement limitée par leur pH de surface qui était trop élevé même après trois mois. Ces essais permettent donc de préconiser l'application d'un prétraitement abiotique au préalable afin d'abaisser suffisamment le pH de surface des matériaux pour permettre le développement des micro-organismes. Dans le second cas, les résultats ont montré que les composites mortier-polymère ont un comportement similaire à des mortiers non modifiés formulés à base de CEM I. En effet, au bout de quatre mois d'essai, tous les mortiers présentent des profondeurs de détérioration de 0,5 à 1 mm. Ainsi donc, la présence de polymère ne permet pas de limiter la biodétérioration. Polymer-modified mortars are widely used as protection and/or repair materials. Indeed, the addition of polymer allows modifying the properties of materials especially by promoting their adhesion, while reducing their permeability. However, studies rarely take into account the actual conditions of application on worksite. Those studies are generally realised on massive materials whereas, in fact, polymer-modified mortars are applied into thin layers. In addition, on site, the requirements regarding materials curing are not always applied, and water transfers car occur. Finally, studies on material durability do not consider possible interactions between polymer-modified mortars and microorganisms, which lead to moderate yet aesthetically detrimental degradations.Accordingly, the aim of this thesis is to study the behaviour of polymer-modified mortars applied into thin layers when they are exposed to worksite conditions.To do so, studies were realised in order to understand better the properties of polymer-modified mortars at early age. Firstly, it was showed that polymers have a delaying effect on cement hydration. This effect was partially linked to the adsorption of polymer on cement grains, but mostly due to the complexation of calcium ions following polymer hydrolysis. Then, polymer-modified mortars were exposed to an air flow during hardening, in order to simulate their air drying when curing conditions are not respected. It was noted that polymers do not allow slowing down water evaporation. Besides, mortars with a thickness of less than 20 mm do not retain enough water to ensure cement hydration after 24 hours of drying. Further studies were realised on hardened polymer-modified mortars in order to evaluate their resistance to biocolonisation in the case of their use as a protection material for façades and sewer systems. In the first case, results showed an influence of curing on the bioalteration of mortars, which needs to be verified in a new test campaign. Besides, the colonisation of mortars was limited by the high surface pH of the samples, even after three months. This study allowed recommending the necessity of an abiotic pre-treatment in order to reduce the surface pH to allow the growing of microorganisms. In the second case, results showed that polymer-modified mortars behaved the same way as neat Portland mortars. Indeed, after four months of conservation in the biodeterioration chamber, all mortars showed deterioration depths of 0.5 to 1 mm. Thus, the presence of polymers does not limit biodeterioration.

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Hyper Article en Lig...arrow_drop_down
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    Other literature type . 2019
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      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Hyper Article en Lig...arrow_drop_down
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      Other literature type . 2019
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    Authors: Ameli, Mostafa; Lebacque, Jean-Patrick; Leclercq, Ludovic;

    Abstract The purpose of this study is to compare network loadings related to different network equilibria by a simulation-based framework. The direct comparison of path flows or trajectory patterns is hard to achieve so here we propose a more aggregate approach based on the comparison of demand level breakpoints. A breakpoint is a demand threshold value that leads to significant changes in path flow loading. More specifically, we set in this paper a demand breakpoint when the list of effective route alternatives differs by at least one path. This is for example the case when one route is no longer considered for one equilibrium while being used by some vehicles in the second one. We are going to investigate both static and dynamic network loading while scanning all demand levels to identify the breakpoints. We focus on discrete demand formulation and choices and use a trip-based traffic simulator. This study analyzes the breakpoints for the solution of three popular equilibrium conditions: User equilibrium (UE), System optimum (SO) and Boundary Rational User Equilibrium (BRUE). First, we investigate breakpoints on a well-known network (Braess) in the static case in order to better define this concept. Second, breakpoints are investigated on a real network (Lyon, France) where dynamic travel times are provided by a microscopic traffic simulator. When the breakpoints are obtained for a given scenario, we focus on identifying demand ranges where some paths are not used in SO while being travelled in UE or BRUE. Following the concept of Braess paradox, this permits to design banning strategies at some key locations in the network to prevent some alternatives from being used and thus to improve the system performance. We show by simulation that such a strategy is effective, which demonstrates the importance of breakpoint identification.

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    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Hyper Article en Ligne
    Other literature type . 2020
    image/svg+xml Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao Closed Access logo, derived from PLoS Open Access logo. This version with transparent background. http://commons.wikimedia.org/wiki/File:Closed_Access_logo_transparent.svg Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao
    Simulation Modelling Practice and Theory
    Other literature type . Article . 2020 . Peer-reviewed
    License: Elsevier TDM
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      Other literature type . 2020
      image/svg+xml Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao Closed Access logo, derived from PLoS Open Access logo. This version with transparent background. http://commons.wikimedia.org/wiki/File:Closed_Access_logo_transparent.svg Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao
      Simulation Modelling Practice and Theory
      Other literature type . Article . 2020 . Peer-reviewed
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Ahmed, Safuriyawu; Le Mouël, Frédéric; Stouls, Nicolas;

    International audience; Pipeline networks dominate the oil and gas mid-stream sector, and although the safest means of transportation for oil and gas products, they are susceptible to failures. These failures are due to manufacturing defects, environmental effects, material degradation, or third party interference through sabotage and vandalism. Internet of Things (IoT)-based solutions are promising to address these by monitoring and predicting failures. However, some challenges remain in the deployment of industrial IoT-based solutions, as the reliability, the robustness, the maintainability, the scalability, the energy consumption, etc. This paper is therefore aimed at highlighting potential solutions for detection and mitigation of pipeline failures while addressing the robustness, the cost and scalability issues of such approach efficiently across the network infrastructure, data and service layers.

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ INRIA a CCSD electro...arrow_drop_down
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    Other literature type . 2020
    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    https://hal.inria.fr/hal-03010...
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    image/svg+xml Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao Closed Access logo, derived from PLoS Open Access logo. This version with transparent background. http://commons.wikimedia.org/wiki/File:Closed_Access_logo_transparent.svg Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao
    https://doi.org/10.1109/iotsms...
    Conference object . 2020 . Peer-reviewed
    License: IEEE Copyright
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      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ INRIA a CCSD electro...arrow_drop_down
      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
      Hyper Article en Ligne
      Other literature type . 2020
      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
      https://hal.inria.fr/hal-03010...
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      image/svg+xml Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao Closed Access logo, derived from PLoS Open Access logo. This version with transparent background. http://commons.wikimedia.org/wiki/File:Closed_Access_logo_transparent.svg Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao
      https://doi.org/10.1109/iotsms...
      Conference object . 2020 . Peer-reviewed
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Alligier, Richard;

    Best paper award in the trajectory prediction track; International audience; Ground-based aircraft trajectory prediction is a major concern in air traffic control and management. A safe and efficient prediction is a prerequisite to the implementation of new automated tools. In current operations, trajectory prediction is computed using a physical model. It models the forces acting on the aircraft to predict the successive points of the future trajectory. Using such a model requires knowledge of the aircraft state (mass) and aircraft intent (thrust law, speed intent). Most of this information is not available to ground-based systems. Focusing on the climb phase, we train neural networks to predict some of the unknown point-mass model parameters. These unknown parameters are the mass and the speed intent. For each unknown parameter, our model predicts a Gaussian distribution. This predicted distribution is a predictive distribution: it is the distribution of possible unknown parameter values conditional to the observed past trajectory of the considered aircraft. Using this distribution, one can extract a predicted value and the uncertainty related to this specific prediction. Using a physical model like BADA, this distribution could be used to derive a probability distribution of possible future trajectory ([1]). This study relies on ADS-B data coming from The OpenSky Network. It contains the climbing segments of the year 2017 detected by this sensor network. The 11 most frequent aircraft types are studied. The obtained data set contains millions of climbing segments from all over the world. Using this data, we show that despite having an RMSE slightly larger than previously tested methods, the predicted uncertainty allows us to reduce the size of prediction intervals while keeping the same coverage probability. Furthermore, we show that the trajectories with a similar predicted uncertainty have an observed RMSE close to the predicted one. The data set and the machine learning code are publicly available.

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    Other literature type . 2019
    Journal of Air Transportation
    Article . 2020 . Peer-reviewed
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    Authors: Pietro Aricò; Pietro Aricò; Pietro Aricò; Maxime Reynal; +23 Authors

    New solutions in operational environments are often, among objective measurements, evaluated by using subjective assessment and judgment from experts. Anyhow, it has been demonstrated that subjective measures suffer from poor resolution due to a high intra and inter-operator variability. Also, performance measures, if available, could provide just partial information, since an operator could achieve the same performance but experiencing a different workload. In this study, we aimed to demonstrate: (i) the higher resolution of neurophysiological measures in comparison to subjective ones; and (ii) how the simultaneous employment of neurophysiological measures and behavioral ones could allow a holistic assessment of operational tools. In this regard, we tested the effectiveness of an electroencephalography (EEG)-based neurophysiological index (WEEG index) in comparing two different solutions (i.e., Normal and Augmented) in terms of experienced workload. In this regard, 16 professional air traffic controllers (ATCOs) have been asked to perform two operational scenarios. Galvanic Skin Response (GSR) has also been recorded to evaluate the level of arousal (i.e., operator involvement) during the two scenarios execution. NASA-TLX questionnaire has been used to evaluate the perceived workload, and an expert was asked to assess performance achieved by the ATCOs. Finally, reaction times on specific operational events relevant for the assessment of the two solutions, have also been collected. Results highlighted that the Augmented solution induced a local increase in subjects performance (Reaction times). At the same time, this solution induced an increase in the workload experienced by the participants (WEEG). Anyhow, this increase is still acceptable, since it did not negatively impact the performance and has to be intended only as a consequence of the higher engagement of the ATCOs. This behavioral effect is totally in line with physiological results obtained in terms of arousal (GSR), that increased during the scenario with augmentation. Subjective measures (NASA-TLX) did not highlight any significant variation in perceived workload. These results suggest that neurophysiological measure provide additional information than behavioral and subjective ones, even at a level of few seconds, and its employment during the pre-operational activities (e.g., design process) could allow a more holistic and accurate evaluation of new solutions.

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    Frontiers in Human Neuroscience
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    Article . 2019
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    Authors: Prieur, Benoît;

    Présentation du contexte et de l’objet d’étude La contribution à Wikipédia suppose un certain apprentissage. Il faut apprendre le wikicode, ainsi que les rudiments de ce qui permet de structurer la connaissance sur ces projets en ligne. Bien sûr le champ d’apprentissage ne se limite pas à ces deux aspects. Il est sans doute intéressant d’apprendre d’autres aspects du fonctionnement du projet, les différents rôles qui maintiennent l’encyclopédie Wikipédia, le projet Wikimédia le plus connu, ou...

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    https://doi.org/10.4000/books....
    Part of book or chapter of book . 2021 . Peer-reviewed
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    Book . 2021
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    Part of book or chapter of book . 2021
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    Authors: Thorez, Julien;

    International audience; La « Route de la Soie » est une des principales notions employées pour décrire l’insertion des pays de l’Asie centrale dans l’espace mondialisé. Véhiculant un imaginaire positif des échanges, aussi bien économiques que culturels, elle est également mobilisée par la plupart des puissances mondiales et régionales qui investissent le champ géopolitique centrasiatique depuis la disparition de l’URSS. Depuis 2013, la Chine en a même fait un des fondements théoriques de sa politique étrangère. À partir du cas centrasiatique et d’une approche géographique, cet article analyse les effets de la mise en œuvre de la Belt and Road Initiative (BRI) sur les échanges eurasiatiques. Il établit que, pour la première fois dans l’histoire récente, les corridors de transport continentaux voient transiter entre la Chine et l’Europe un trafic de marchandises significatif, quoique toujours très modeste par rapport à la voie maritime. Cette circulation nouvelle concourt à redessiner l’architecture des axes de transport et, dans une certaine mesure, à transformer les structures de l’espace eurasiatique.

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    Authors: Batista, S. F. A.; Leclercq, Ludovic;

    In this paper, we revisit the concept of Prospect-basedUser Equilibrium in a dynamic context. We consider a mesoscopic Lighthill-Whitham-Richards(LWR) traffic model to determine time-dependent route costs. We propose a solution algorithm to determine the network equilibria. Monte Carlo simulations are used to account for the travel time distributions. We analyze the dynamic Prospect-basedUser Equilibrium compared to the benchmarks Deterministic and Stochastic User Equilibrium, on a synthetic Manhattan network. We set four endogenous reference points. We show that the setting of the reference point plays a very important role in the route flow patterns and on the network performance at an aggregated level, i.e. in terms of vehicles mean speed as well as internal and outflow capacities. Our results also enhance that the Prospect-basedUser Equilibrium is more sensitive to a change in the reference point than in the calibration of the users' risk-aversionand risk seekingparameters.

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    Authors: Ducruet, César; Berli, Justin; Bunel, Mattia;

    International audience; The dynamical properties of so-called spatial and complex networks are often overlooked in graph theory and network science in general. Container shipping provides a rare example of a global transport network that went through tremendous technological and geographic changes in the last decades or so. This chapter proposes for the first time an empirical analysis of no less than 40 years of inter-port vessel movement data (1977-2016) to describe the evolving properties of the global container shipping network. Main results confirm a number of stylized facts such as the growing size, connectivity, and centralization of this network due to several factors such as economies of scale in liner shipping and the rationalization of related maritime services, the emergence of hub ports, etc. We also provide a new cartography of how had the global container shipping network been geographically distributed over time, thereby highlighting major shifts in terms of port hierarchies and main corridors. We believe that this chapter will contribute to a better understanding of the complex linkages between network structure, technological change, and spatial change, opening the way for new research paths on maritime transport research and network science in general when focusing on evolutionary dynamics.

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    https://doi.org/10.4337/978178...
    Part of book or chapter of book . 2020 . Peer-reviewed
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    Authors: Regragui, Younes;

    Récemment, nous avons observé un intérêt continu pour la modélisation et la simulation de la mobilité soit pour la mobilité tactique, soit pour la mobilité intelligente dans les systèmes de trafic. L'avènement rapide des réseaux ad hoc et leur capacité à fournir des applications sans fil efficaces ont encouragé les chercheurs à réfléchir à de nouvelles solutions et domaines d'application pour les réseaux tactiques et les systèmes de transport intelligents (STI). En tant que caractéristique essentielle des réseaux ad hoc, la mobilité des appareils et leur capacité à communiquer entre eux sans avoir besoin d'une infrastructure préétablie, basée sur un mécanisme d'auto-organisation, est considérée comme une caractéristique attrayante afin de construire des applications et protocoles. Par conséquent, le besoin de modèles de mobilité est l'un des éléments les plus importants pour permettre une évaluation, une analyse et une comparaison approfondies de ces applications et protocoles, avant qu'ils ne soient officiellement adoptés pour utilisation. Étant donné que la plupart des scénarios du monde réel sont basés sur la mobilité des nœuds, y compris les véhicules intelligents, les personnes et les drones, nous nous intéressons à l'étude de la modélisation de la mobilité, afin de rechercher, de la manière la plus réaliste possible, les comportements de mobilité efficaces pour des scénarios plus réalistes. Nous nous concentrons principalement sur la modélisation de la mobilité en tant que composant de base pour fournir une analyse efficace de la dynamique des nœuds dans les réseaux tactiques, et également pour comprendre les comportements des systèmes de trafic afin de concevoir des schémas de mobilité intelligents pour les systèmes de transport et les villes intelligentes. Nous avons commencé nos recherches en étudiant les comportements de mobilité pour en extraire leurs propriétés intrinsèques et pouvoir proposer des approches plus précises. Après cela, notre attention est orientée vers l'adoption des spécifications et des outils nécessaires pour concevoir les comportements de mobilité des réseaux tactiques, ainsi que pour réaliser des stratégies de mobilité intelligentes pour fournir des services efficaces dans les villes intelligentes. Dans cette thèse, nous nous intéressons à l'étude de certains modèles de mobilité de scénarios tactiques dans les réseaux mobiles ad hoc (MANET) et les réseaux de capteurs sans fil (WSN) afin de fournir des outils de simulation puissants pour étudier et analyser certains défis fréquemment rencontrés dans les réseaux sans fil, notamment changement de topologie, fiabilité des communications et efficacité énergétique. Nous nous sommes intéressés à la dynamique du réseau tactique et en particulier à la dynamique des soldats débarqués ce qui est très intéressant pour les guerres modernes. De plus, nous avons fourni des simulations approfondies de réseaux de capteurs basées sur des scénarios tactiques, pour mettre en évidence la relation entre la mobilité tactique et l'efficacité énergétique. Un autre sujet d'intérêt qui nous intéresse est la ville intelligente. Avant d'appréhender les spécificités de la mobilité intelligente dans les systèmes de circulation et les villes intelligentes, notre intérêt s'est d'abord orienté vers la modélisation de la mobilité basée sur des automates cellulaires, appelés modèles microscopiques. L'objectif de ce choix est de faire un premier pas vers la compréhension des systèmes de trafic routier avant de passer par la mobilité intelligente dans les villes intelligentes. Ensuite, notre attention se porte à la fois sur la mobilité et la communication en environnement véhiculaire appelés VANETs, ​​ce qui nous permet d'étudier l'interaction en temps réel soit entre Véhicules (V2V) soit entre véhicules et infrastructures (V2I). Cette étude nous a permis d'envisager de nouvelles solutions aux problèmes liés aux STI, notamment les embouteillages, les embouteillages et les accidents. Nous abordons précisément à la fois le problème des embouteillages et les situations de collision aux carrefours. Le but d'une telle étude est d'améliorer la fluidité du trafic routier dans les systèmes de transport en profitant des nouvelles technologies sans fil pour immigrer vers la mobilité intelligente du trafic, qui est actuellement l'un des services les plus fondamentaux qui doivent être disponibles dans les villes intelligentes. Nous avons adopté des stratégies de coopération entre véhicules (V2V) et entre véhicules et infrastructures (V2I). En conséquence, nous avons mis en place une stratégie de planification en temps réel des trajectoires pour éviter les problèmes liés avec le trafic routier en réduisant les temps de trajet sur les segments de route. Cette stratégie de planification de trajectoires permet au conducteur d'obtenir des trajets courts en temps opportun sur la base des informations reçues à propos de l'état du trafic routier dans chaque segment de route. Dans le contexte des collisions aux intersections, nous avons développé une approche basée sur une communication périodique d'informations entre les véhicules qui s'approchent de l'intersection pour estimer et éviter les collisions à l'intersection. Recently, we have observed a continuous interest in mobility modeling and simulation either for tactical mobility or for intelligent mobility in traffic systems. The rapid advent of ad hoc networks and their ability to provide efficient wireless applications have encouraged researchers to think about new solutions and application fields for tactical networks and Intelligent Transportation Systems (ITS). As an essential feature of ad hoc networks, the mobility of devices and their ability to communicate with each other without the need of a pre-established infrastructure, based on a self organization mechanism, is considered to be an attractive feature in order to build realistic applications and protocols. Therefore, the need for mobility models is one of the most important components to enable extensive evaluation, analysis, and comparison of such applications and protocols, before they are officially adopted for use. Since most of the scenarios in the real world are based on nodes mobility including, intelligent vehicles, persons and drones, we are interested in studying mobility modeling, in order to search, as realistically as possible, for the efficient mobility behaviors for such real-world scenarios. We focus principally on mobility modeling as a basic component to provide efficient analyzing of the dynamicity of nodes in tactical networks, and also to understand traffic systems behaviors in order to design intelligent mobility schemes for transportation systems and smart cities. We began our research by investigating the mobility behaviors to extract their intrinsic properties and to be able to propose more accurate approaches. After that, our attention is oriented to adopt specifications and tools needed to design mobility behaviors of tactical networks, as well as to realize intelligent mobility strategies for providing efficient services in smart cities. In this thesis, we are interested on studying some mobility models of tactical scenarios in Mobile Ad Hoc Networks (MANETs) and Wireless Sensor Networks (WSNs) in order to provide strong simulation tools for studying and analyzing some frequently encountered challenges in wireless networks, including topology change, communication reliability, and energy efficiency. We have been interested in the dynamicity of the tactical network and in particular in dismounted soldiers dynamic which is very interesting for modern wars. Moreover, we provided extensive simulations of sensor networks based on a tactical scenario, to highlight the relationship between tactical mobility and energy efficiency. Another subject of interest we are concerned with is smart city. Before we gain insight into the specificities of intelligent mobility in traffic systems and smart cities, our interest was oriented first to mobility modeling based on cellular automata, which are known as a microscopic model. The purpose behind this choice is to take a first step towards understanding traffic systems before going through intelligent mobility in smart cities. Then, our attention is directed towards both mobility and communication in vehicular environment called VANETs, which enables us to study the real-time interaction either between Vehicles (V2V) or either between vehicles and infrastructure (V2I). This study allowed us to consider new solutions of the problems related to ITS, including traffic congestion, traffic jams, and accidents. We address precisely both the problem of traffic congestion and collision situations at traffic intersections. The purpose of such a study is to improve traffic flow in transportation systems by profiting from new wireless technologies to immigrate towards smart traffic mobility, which is currently one of the most fundamental service that must be available in smart cities. We adopted cooperative strategies between vehicles (V2V) and between vehicles and infrastructure (V2I). Accordingly, we introduced a path planning strategy to avoid traffic problems by reducing travel times on-road segments. This developed path planning strategy allows the driver to get timely short paths based on received information about the traffic state in each road segment. In the context of intersection collisions, we developed an approach based on a periodic exchange of beacons between approaching vehicles to the intersection to estimate and to avoid collisions at the intersection.

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    Authors: Travailleur, Lucy;

    Les matériaux composites mortier-polymère sont largement utilisés dans l'industrie pour des applications de protection et/ou de réparation de surfaces en béton. En effet, l'ajout de polymère dans les formulations de mortier permet de modifier les propriétés de ces matériaux, en particulier en favorisant leur adhésion tout en réduisant leur perméabilité. Cependant, les études menées sur ces matériaux ne prennent pas en compte les conditions d'application rencontrées sur chantier. En effet, elles sont généralement réalisées sur des pièces massives, alors qu'en réalité ces matériaux sont appliqués en couche mince. En outre, sur chantier, les exigences qui concernent la cure des matériaux ne sont pas toujours appliquées, et des transferts d'eau par évaporation peuvent avoir lieu. Enfin, les études de durabilité ne tiennent pas compte des interactions possibles entre les matériaux et les micro-organismes, ce qui conduit à des dégradations qui restent bien souvent très modérées mais préjudiciables sur le plan esthétique. L'objectif de cette thèse est donc d'étudier le comportement de composites mortier-polymère appliqués en couches minces, lorsqu'ils sont dans un environnement proche de ceux rencontrés sur chantier. Pour cela, des études ont tout d'abord été réalisées afin de mieux comprendre les propriétés des composites mortier-polymère au jeune âge. Un effet retardateur de prise a été mis en évidence en ajoutant des polymères dans la formulation de pâtes de ciment. Il a été attribué partiellement à l'adsorption des particules de polymère à la surface des grains de ciment, mais surtout à la complexation des ions calcium de la solution interstitielle par les polymères qui sont alors hydrolysés. Ensuite, les composites mortier-polymère ont été exposés à un flux d'air pendant leur durcissement, afin de reproduire leur séchage à l'air libre quand les conditions de cure ne sont pas respectées. Les essais ont montré que la présence de polymère ne permet pas de limiter les pertes d'eau par évaporation. De plus, il a été mis en évidence l'influence de l'épaisseur des mortiers. En effet, pour une épaisseur de moins de 20 mm, il n'y a plus assez d'eau après 24 heures de séchage pour pouvoir assurer l'hydratation du ciment.Dans une seconde partie, des études ont été menées sur les mortiers modifiés durcis afin d'évaluer leur résistance à la biocolonisation dans le cadre de leur utilisation pour la protection d'une façade de bâtiment d'une part, et d'une canalisation d'un réseau d'assainissement d'autre part. Dans le premier cas, les résultats montrent un effet du mode de cure, qui demande à être approfondis à travers une nouvelle campagne d'essais. De plus, la colonisation des mortiers a été fortement limitée par leur pH de surface qui était trop élevé même après trois mois. Ces essais permettent donc de préconiser l'application d'un prétraitement abiotique au préalable afin d'abaisser suffisamment le pH de surface des matériaux pour permettre le développement des micro-organismes. Dans le second cas, les résultats ont montré que les composites mortier-polymère ont un comportement similaire à des mortiers non modifiés formulés à base de CEM I. En effet, au bout de quatre mois d'essai, tous les mortiers présentent des profondeurs de détérioration de 0,5 à 1 mm. Ainsi donc, la présence de polymère ne permet pas de limiter la biodétérioration. Polymer-modified mortars are widely used as protection and/or repair materials. Indeed, the addition of polymer allows modifying the properties of materials especially by promoting their adhesion, while reducing their permeability. However, studies rarely take into account the actual conditions of application on worksite. Those studies are generally realised on massive materials whereas, in fact, polymer-modified mortars are applied into thin layers. In addition, on site, the requirements regarding materials curing are not always applied, and water transfers car occur. Finally, studies on material durability do not consider possible interactions between polymer-modified mortars and microorganisms, which lead to moderate yet aesthetically detrimental degradations.Accordingly, the aim of this thesis is to study the behaviour of polymer-modified mortars applied into thin layers when they are exposed to worksite conditions.To do so, studies were realised in order to understand better the properties of polymer-modified mortars at early age. Firstly, it was showed that polymers have a delaying effect on cement hydration. This effect was partially linked to the adsorption of polymer on cement grains, but mostly due to the complexation of calcium ions following polymer hydrolysis. Then, polymer-modified mortars were exposed to an air flow during hardening, in order to simulate their air drying when curing conditions are not respected. It was noted that polymers do not allow slowing down water evaporation. Besides, mortars with a thickness of less than 20 mm do not retain enough water to ensure cement hydration after 24 hours of drying. Further studies were realised on hardened polymer-modified mortars in order to evaluate their resistance to biocolonisation in the case of their use as a protection material for façades and sewer systems. In the first case, results showed an influence of curing on the bioalteration of mortars, which needs to be verified in a new test campaign. Besides, the colonisation of mortars was limited by the high surface pH of the samples, even after three months. This study allowed recommending the necessity of an abiotic pre-treatment in order to reduce the surface pH to allow the growing of microorganisms. In the second case, results showed that polymer-modified mortars behaved the same way as neat Portland mortars. Indeed, after four months of conservation in the biodeterioration chamber, all mortars showed deterioration depths of 0.5 to 1 mm. Thus, the presence of polymers does not limit biodeterioration.

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    Authors: Ameli, Mostafa; Lebacque, Jean-Patrick; Leclercq, Ludovic;

    Abstract The purpose of this study is to compare network loadings related to different network equilibria by a simulation-based framework. The direct comparison of path flows or trajectory patterns is hard to achieve so here we propose a more aggregate approach based on the comparison of demand level breakpoints. A breakpoint is a demand threshold value that leads to significant changes in path flow loading. More specifically, we set in this paper a demand breakpoint when the list of effective route alternatives differs by at least one path. This is for example the case when one route is no longer considered for one equilibrium while being used by some vehicles in the second one. We are going to investigate both static and dynamic network loading while scanning all demand levels to identify the breakpoints. We focus on discrete demand formulation and choices and use a trip-based traffic simulator. This study analyzes the breakpoints for the solution of three popular equilibrium conditions: User equilibrium (UE), System optimum (SO) and Boundary Rational User Equilibrium (BRUE). First, we investigate breakpoints on a well-known network (Braess) in the static case in order to better define this concept. Second, breakpoints are investigated on a real network (Lyon, France) where dynamic travel times are provided by a microscopic traffic simulator. When the breakpoints are obtained for a given scenario, we focus on identifying demand ranges where some paths are not used in SO while being travelled in UE or BRUE. Following the concept of Braess paradox, this permits to design banning strategies at some key locations in the network to prevent some alternatives from being used and thus to improve the system performance. We show by simulation that such a strategy is effective, which demonstrates the importance of breakpoint identification.

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    Simulation Modelling Practice and Theory
    Other literature type . Article . 2020 . Peer-reviewed
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    Authors: Ahmed, Safuriyawu; Le Mouël, Frédéric; Stouls, Nicolas;

    International audience; Pipeline networks dominate the oil and gas mid-stream sector, and although the safest means of transportation for oil and gas products, they are susceptible to failures. These failures are due to manufacturing defects, environmental effects, material degradation, or third party interference through sabotage and vandalism. Internet of Things (IoT)-based solutions are promising to address these by monitoring and predicting failures. However, some challenges remain in the deployment of industrial IoT-based solutions, as the reliability, the robustness, the maintainability, the scalability, the energy consumption, etc. This paper is therefore aimed at highlighting potential solutions for detection and mitigation of pipeline failures while addressing the robustness, the cost and scalability issues of such approach efficiently across the network infrastructure, data and service layers.

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    https://doi.org/10.1109/iotsms...
    Conference object . 2020 . Peer-reviewed
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      https://doi.org/10.1109/iotsms...
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    Authors: Alligier, Richard;

    Best paper award in the trajectory prediction track; International audience; Ground-based aircraft trajectory prediction is a major concern in air traffic control and management. A safe and efficient prediction is a prerequisite to the implementation of new automated tools. In current operations, trajectory prediction is computed using a physical model. It models the forces acting on the aircraft to predict the successive points of the future trajectory. Using such a model requires knowledge of the aircraft state (mass) and aircraft intent (thrust law, speed intent). Most of this information is not available to ground-based systems. Focusing on the climb phase, we train neural networks to predict some of the unknown point-mass model parameters. These unknown parameters are the mass and the speed intent. For each unknown parameter, our model predicts a Gaussian distribution. This predicted distribution is a predictive distribution: it is the distribution of possible unknown parameter values conditional to the observed past trajectory of the considered aircraft. Using this distribution, one can extract a predicted value and the uncertainty related to this specific prediction. Using a physical model like BADA, this distribution could be used to derive a probability distribution of possible future trajectory ([1]). This study relies on ADS-B data coming from The OpenSky Network. It contains the climbing segments of the year 2017 detected by this sensor network. The 11 most frequent aircraft types are studied. The obtained data set contains millions of climbing segments from all over the world. Using this data, we show that despite having an RMSE slightly larger than previously tested methods, the predicted uncertainty allows us to reduce the size of prediction intervals while keeping the same coverage probability. Furthermore, we show that the trajectories with a similar predicted uncertainty have an observed RMSE close to the predicted one. The data set and the machine learning code are publicly available.

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    Journal of Air Transportation
    Article . 2020 . Peer-reviewed
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    Authors: Pietro Aricò; Pietro Aricò; Pietro Aricò; Maxime Reynal; +23 Authors

    New solutions in operational environments are often, among objective measurements, evaluated by using subjective assessment and judgment from experts. Anyhow, it has been demonstrated that subjective measures suffer from poor resolution due to a high intra and inter-operator variability. Also, performance measures, if available, could provide just partial information, since an operator could achieve the same performance but experiencing a different workload. In this study, we aimed to demonstrate: (i) the higher resolution of neurophysiological measures in comparison to subjective ones; and (ii) how the simultaneous employment of neurophysiological measures and behavioral ones could allow a holistic assessment of operational tools. In this regard, we tested the effectiveness of an electroencephalography (EEG)-based neurophysiological index (WEEG index) in comparing two different solutions (i.e., Normal and Augmented) in terms of experienced workload. In this regard, 16 professional air traffic controllers (ATCOs) have been asked to perform two operational scenarios. Galvanic Skin Response (GSR) has also been recorded to evaluate the level of arousal (i.e., operator involvement) during the two scenarios execution. NASA-TLX questionnaire has been used to evaluate the perceived workload, and an expert was asked to assess performance achieved by the ATCOs. Finally, reaction times on specific operational events relevant for the assessment of the two solutions, have also been collected. Results highlighted that the Augmented solution induced a local increase in subjects performance (Reaction times). At the same time, this solution induced an increase in the workload experienced by the participants (WEEG). Anyhow, this increase is still acceptable, since it did not negatively impact the performance and has to be intended only as a consequence of the higher engagement of the ATCOs. This behavioral effect is totally in line with physiological results obtained in terms of arousal (GSR), that increased during the scenario with augmentation. Subjective measures (NASA-TLX) did not highlight any significant variation in perceived workload. These results suggest that neurophysiological measure provide additional information than behavioral and subjective ones, even at a level of few seconds, and its employment during the pre-operational activities (e.g., design process) could allow a more holistic and accurate evaluation of new solutions.

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    Frontiers in Human Neuroscience
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    Authors: Prieur, Benoît;

    Présentation du contexte et de l’objet d’étude La contribution à Wikipédia suppose un certain apprentissage. Il faut apprendre le wikicode, ainsi que les rudiments de ce qui permet de structurer la connaissance sur ces projets en ligne. Bien sûr le champ d’apprentissage ne se limite pas à ces deux aspects. Il est sans doute intéressant d’apprendre d’autres aspects du fonctionnement du projet, les différents rôles qui maintiennent l’encyclopédie Wikipédia, le projet Wikimédia le plus connu, ou...

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    https://doi.org/10.4000/books....
    Part of book or chapter of book . 2021 . Peer-reviewed
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    Authors: Thorez, Julien;

    International audience; La « Route de la Soie » est une des principales notions employées pour décrire l’insertion des pays de l’Asie centrale dans l’espace mondialisé. Véhiculant un imaginaire positif des échanges, aussi bien économiques que culturels, elle est également mobilisée par la plupart des puissances mondiales et régionales qui investissent le champ géopolitique centrasiatique depuis la disparition de l’URSS. Depuis 2013, la Chine en a même fait un des fondements théoriques de sa politique étrangère. À partir du cas centrasiatique et d’une approche géographique, cet article analyse les effets de la mise en œuvre de la Belt and Road Initiative (BRI) sur les échanges eurasiatiques. Il établit que, pour la première fois dans l’histoire récente, les corridors de transport continentaux voient transiter entre la Chine et l’Europe un trafic de marchandises significatif, quoique toujours très modeste par rapport à la voie maritime. Cette circulation nouvelle concourt à redessiner l’architecture des axes de transport et, dans une certaine mesure, à transformer les structures de l’espace eurasiatique.

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    Authors: Batista, S. F. A.; Leclercq, Ludovic;

    In this paper, we revisit the concept of Prospect-basedUser Equilibrium in a dynamic context. We consider a mesoscopic Lighthill-Whitham-Richards(LWR) traffic model to determine time-dependent route costs. We propose a solution algorithm to determine the network equilibria. Monte Carlo simulations are used to account for the travel time distributions. We analyze the dynamic Prospect-basedUser Equilibrium compared to the benchmarks Deterministic and Stochastic User Equilibrium, on a synthetic Manhattan network. We set four endogenous reference points. We show that the setting of the reference point plays a very important role in the route flow patterns and on the network performance at an aggregated level, i.e. in terms of vehicles mean speed as well as internal and outflow capacities. Our results also enhance that the Prospect-basedUser Equilibrium is more sensitive to a change in the reference point than in the calibration of the users' risk-aversionand risk seekingparameters.

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    Other literature type . 2020
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    Authors: Ducruet, César; Berli, Justin; Bunel, Mattia;

    International audience; The dynamical properties of so-called spatial and complex networks are often overlooked in graph theory and network science in general. Container shipping provides a rare example of a global transport network that went through tremendous technological and geographic changes in the last decades or so. This chapter proposes for the first time an empirical analysis of no less than 40 years of inter-port vessel movement data (1977-2016) to describe the evolving properties of the global container shipping network. Main results confirm a number of stylized facts such as the growing size, connectivity, and centralization of this network due to several factors such as economies of scale in liner shipping and the rationalization of related maritime services, the emergence of hub ports, etc. We also provide a new cartography of how had the global container shipping network been geographically distributed over time, thereby highlighting major shifts in terms of port hierarchies and main corridors. We believe that this chapter will contribute to a better understanding of the complex linkages between network structure, technological change, and spatial change, opening the way for new research paths on maritime transport research and network science in general when focusing on evolutionary dynamics.

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    https://doi.org/10.4337/978178...
    Part of book or chapter of book . 2020 . Peer-reviewed
    Data sources: Crossref
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    Authors: Regragui, Younes;

    Récemment, nous avons observé un intérêt continu pour la modélisation et la simulation de la mobilité soit pour la mobilité tactique, soit pour la mobilité intelligente dans les systèmes de trafic. L'avènement rapide des réseaux ad hoc et leur capacité à fournir des applications sans fil efficaces ont encouragé les chercheurs à réfléchir à de nouvelles solutions et domaines d'application pour les réseaux tactiques et les systèmes de transport intelligents (STI). En tant que caractéristique essentielle des réseaux ad hoc, la mobilité des appareils et leur capacité à communiquer entre eux sans avoir besoin d'une infrastructure préétablie, basée sur un mécanisme d'auto-organisation, est considérée comme une caractéristique attrayante afin de construire des applications et protocoles. Par conséquent, le besoin de modèles de mobilité est l'un des éléments les plus importants pour permettre une évaluation, une analyse et une comparaison approfondies de ces applications et protocoles, avant qu'ils ne soient officiellement adoptés pour utilisation. Étant donné que la plupart des scénarios du monde réel sont basés sur la mobilité des nœuds, y compris les véhicules intelligents, les personnes et les drones, nous nous intéressons à l'étude de la modélisation de la mobilité, afin de rechercher, de la manière la plus réaliste possible, les comportements de mobilité efficaces pour des scénarios plus réalistes. Nous nous concentrons principalement sur la modélisation de la mobilité en tant que composant de base pour fournir une analyse efficace de la dynamique des nœuds dans les réseaux tactiques, et également pour comprendre les comportements des systèmes de trafic afin de concevoir des schémas de mobilité intelligents pour les systèmes de transport et les villes intelligentes. Nous avons commencé nos recherches en étudiant les comportements de mobilité pour en extraire leurs propriétés intrinsèques et pouvoir proposer des approches plus précises. Après cela, notre attention est orientée vers l'adoption des spécifications et des outils nécessaires pour concevoir les comportements de mobilité des réseaux tactiques, ainsi que pour réaliser des stratégies de mobilité intelligentes pour fournir des services efficaces dans les villes intelligentes. Dans cette thèse, nous nous intéressons à l'étude de certains modèles de mobilité de scénarios tactiques dans les réseaux mobiles ad hoc (MANET) et les réseaux de capteurs sans fil (WSN) afin de fournir des outils de simulation puissants pour étudier et analyser certains défis fréquemment rencontrés dans les réseaux sans fil, notamment changement de topologie, fiabilité des communications et efficacité énergétique. Nous nous sommes intéressés à la dynamique du réseau tactique et en particulier à la dynamique des soldats débarqués ce qui est très intéressant pour les guerres modernes. De plus, nous avons fourni des simulations approfondies de réseaux de capteurs basées sur des scénarios tactiques, pour mettre en évidence la relation entre la mobilité tactique et l'efficacité énergétique. Un autre sujet d'intérêt qui nous intéresse est la ville intelligente. Avant d'appréhender les spécificités de la mobilité intelligente dans les systèmes de circulation et les villes intelligentes, notre intérêt s'est d'abord orienté vers la modélisation de la mobilité basée sur des automates cellulaires, appelés modèles microscopiques. L'objectif de ce choix est de faire un premier pas vers la compréhension des systèmes de trafic routier avant de passer par la mobilité intelligente dans les villes intelligentes. Ensuite, notre attention se porte à la fois sur la mobilité et la communication en environnement véhiculaire appelés VANETs, ​​ce qui nous permet d'étudier l'interaction en temps réel soit entre Véhicules (V2V) soit entre véhicules et infrastructures (V2I). Cette étude nous a permis d'envisager de nouvelles solutions aux problèmes liés aux STI, notamment les embouteillages, les embouteillages et les accidents. Nous abordons précisément à la fois le problème des embouteillages et les situations de collision aux carrefours. Le but d'une telle étude est d'améliorer la fluidité du trafic routier dans les systèmes de transport en profitant des nouvelles technologies sans fil pour immigrer vers la mobilité intelligente du trafic, qui est actuellement l'un des services les plus fondamentaux qui doivent être disponibles dans les villes intelligentes. Nous avons adopté des stratégies de coopération entre véhicules (V2V) et entre véhicules et infrastructures (V2I). En conséquence, nous avons mis en place une stratégie de planification en temps réel des trajectoires pour éviter les problèmes liés avec le trafic routier en réduisant les temps de trajet sur les segments de route. Cette stratégie de planification de trajectoires permet au conducteur d'obtenir des trajets courts en temps opportun sur la base des informations reçues à propos de l'état du trafic routier dans chaque segment de route. Dans le contexte des collisions aux intersections, nous avons développé une approche basée sur une communication périodique d'informations entre les véhicules qui s'approchent de l'intersection pour estimer et éviter les collisions à l'intersection. Recently, we have observed a continuous interest in mobility modeling and simulation either for tactical mobility or for intelligent mobility in traffic systems. The rapid advent of ad hoc networks and their ability to provide efficient wireless applications have encouraged researchers to think about new solutions and application fields for tactical networks and Intelligent Transportation Systems (ITS). As an essential feature of ad hoc networks, the mobility of devices and their ability to communicate with each other without the need of a pre-established infrastructure, based on a self organization mechanism, is considered to be an attractive feature in order to build realistic applications and protocols. Therefore, the need for mobility models is one of the most important components to enable extensive evaluation, analysis, and comparison of such applications and protocols, before they are officially adopted for use. Since most of the scenarios in the real world are based on nodes mobility including, intelligent vehicles, persons and drones, we are interested in studying mobility modeling, in order to search, as realistically as possible, for the efficient mobility behaviors for such real-world scenarios. We focus principally on mobility modeling as a basic component to provide efficient analyzing of the dynamicity of nodes in tactical networks, and also to understand traffic systems behaviors in order to design intelligent mobility schemes for transportation systems and smart cities. We began our research by investigating the mobility behaviors to extract their intrinsic properties and to be able to propose more accurate approaches. After that, our attention is oriented to adopt specifications and tools needed to design mobility behaviors of tactical networks, as well as to realize intelligent mobility strategies for providing efficient services in smart cities. In this thesis, we are interested on studying some mobility models of tactical scenarios in Mobile Ad Hoc Networks (MANETs) and Wireless Sensor Networks (WSNs) in order to provide strong simulation tools for studying and analyzing some frequently encountered challenges in wireless networks, including topology change, communication reliability, and energy efficiency. We have been interested in the dynamicity of the tactical network and in particular in dismounted soldiers dynamic which is very interesting for modern wars. Moreover, we provided extensive simulations of sensor networks based on a tactical scenario, to highlight the relationship between tactical mobility and energy efficiency. Another subject of interest we are concerned with is smart city. Before we gain insight into the specificities of intelligent mobility in traffic systems and smart cities, our interest was oriented first to mobility modeling based on cellular automata, which are known as a microscopic model. The purpose behind this choice is to take a first step towards understanding traffic systems before going through intelligent mobility in smart cities. Then, our attention is directed towards both mobility and communication in vehicular environment called VANETs, which enables us to study the real-time interaction either between Vehicles (V2V) or either between vehicles and infrastructure (V2I). This study allowed us to consider new solutions of the problems related to ITS, including traffic congestion, traffic jams, and accidents. We address precisely both the problem of traffic congestion and collision situations at traffic intersections. The purpose of such a study is to improve traffic flow in transportation systems by profiting from new wireless technologies to immigrate towards smart traffic mobility, which is currently one of the most fundamental service that must be available in smart cities. We adopted cooperative strategies between vehicles (V2V) and between vehicles and infrastructure (V2I). Accordingly, we introduced a path planning strategy to avoid traffic problems by reducing travel times on-road segments. This developed path planning strategy allows the driver to get timely short paths based on received information about the traffic state in each road segment. In the context of intersection collisions, we developed an approach based on a periodic exchange of beacons between approaching vehicles to the intersection to estimate and to avoid collisions at the intersection.

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    Other literature type . 2019
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    Thesis . 2019
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