Cooperative Road Geometry Estimation via Sharing Processed Camera Data

With the rapid development of intelligent vehicles and advanced driver-assistance systems (ADAS), a new trend is that intelligent vehicles with different levels of automation will coexist in large-scale traffic scenarios. In such scenarios, the automation level of intelligent vehicles could range from the Society of Automotive Engineers level 0 (i.e., no automation) to level 5 (i.e., full automation) and could involve different degrees of human driver engagements. Therefore, necessary visual guidance for drivers is vitally important under this situation to prevent potential risks. Although common environment perception systems have achieved great success, they usually heavily rely on onboard storage and computing, limiting their functionalities by multiple constraints, such as computing power, accessibility to big data, and easiness of deployments and modifications. In this chapter, a mobility digital twin (MDT) framework is introduced, which is defined as an artificial intelligence (AI)-based data-driven device-edge-cloud framework for mobility services. By taking an advantage from vehicle connectivity, the MDT framework enables more powerful, shareable, manageable, and extendable mobility services. A case study leveraging the MDT framework to providing better visual guidance will be presented. Future challenges of the MDT framework are discussed toward the end of the chapter, including standardization, AI for computing, public or private cloud service, and network heterogeneity.

The possible transition to fully autonomous cars represents a paradigm shift, which is likely to have a profound impact on driving experience and automobile technology acceptance. Using an online questionnaire, Rodel et al. [7] have found that measures for User Acceptance (UA) and User Experience (UX) decline with increasing autonomy level. In this study, we investigate the differences in UA and UX for vehicles with different levels of automation in a more immersive context. We used a simple driving simulator setup in a virtual reality environment (using an Oculus Rift headset). We designed three tasks which each represented a different level of automation and asked participants (N = 17) to fill out the Car Technology Acceptance Model (CTAM) questionnaire after using each autonomy level. The immersion of the simulator setup was assessed with a standardized questionnaire. In contrast to Rodel et al. [7] results do not show a general decline in UA and UX with increasing autonomy, but suggest that Performance Expectancy, Perceived Safety and Social Influence are significantly higher for the fully automated condition than for no automation. The scores for immersion ranging about the average of benchmark evaluations indicate that the users felt quite immersed, but that there is still room for improving the VR setup.

Highly automated vehicles are regarded as the next revolution of the transport system. Automated vehicles include a spectrum from vehicles with driver assistance systems through to highly automated vehicles. These vehicles will only gradually appear in the overall vehicle fleet. Their impact as part of future traffic is of reference value for transport decision-makers. The present paper starts from assumptions for the shares of vehicles with different levels of automation in 2030 and 2050 (representing the near and far-distant future) and compares the effects of these automated vehicles on traffic flow using microscopic traffic simulations. The simulated vehicles include non-assisted vehicles, semi-automated vehicles with driver assistance systems, and fully autonomous vehicles. To obtain a more realistic result, a traffic scenario of the city of Duisburg is used in this thesis. With the support of the city administration, existing data of the origin/target matrix, detector data including induction loops, and cameras were available. Thus, the data of the origin/target matrix are used to generate the real traffic scenario and the detector data to investigate the accuracy of the generated traffic. The result shows that automated vehicles would have a positive impact on traffic, a proportion of automated vehicles can reduce the average travel time. For areas with different traffic conditions, the degree of impact of automated vehicles can be very different.

The capacity of an airport can be halved during poor visibility conditions if the airport allows simultaneous approaches only during visual conditions. Several concepts are defining new standards, procedures and operations to allow simultaneous operations during poor weather conditions. However, all the concepts assume that the controllers pair the aircraft and align them for simultaneous approaches, but there are no decision support tools that aid them in this process. This study investigates different levels of automation for pairing and aligning aircraft and evaluates the role of the air traffic controller while interfacing with the tool. In all the conditions the goal was to deliver a pair of aircraft with a temporal separation of 15 s (+/10s error) at a “coupling” point that is about 12 nmi from the runway threshold. The logical pairing of aircraft is completed much earlier than the physical pairing of the aircraft that occurs at the coupling point. Four levels of automation were selected that ranged from no automation, to full automation suggesting optimal pair assignments. The metrics in this paper describe the highlights of what has been analyzed and include number of pairs made under different conditions, number of pairs broken and controlled as a single aircraft to prevent potential loss of separation, and excessive workload. It was found that the controllers pair aircraft differently from the pairing algorithm. Also the area coordinator responsible for creating aircraft pairings experienced higher workload than the sector controllers, suggesting that the roles of the controllers, when using this automation need further refinement.

Improving forecasts, particularly the accuracy, efficiency, and precision of time-series forecasts, is becoming critical for authorities to predict, monitor, and prevent the spread of the Coronavirus disease. However, the results obtained from the predictive models are imprecise and inefficient because the dataset contains linear and non-linear patterns, respectively. Linear models such as autoregressive integrated moving average cannot be used effectively to predict complex time series, so nonlinear approaches are better suited for such a purpose. Therefore, to achieve a more accurate and efficient predictive value of COVID-19 that is closer to the true value of COVID-19, a hybrid approach was implemented. Therefore, the objectives of this study are twofold. The first objective is to propose intelligence-based prediction methods to achieve better prediction results called autoregressive integrated moving average-least-squares support vector machine. The second objective is to investigate the performance of these proposed models by comparing them with the autoregressive integrated moving average, support vector machine, least-squares support vector machine, and autoregressive integrated moving average-support vector machine. Our investigation is based on three COVID-19 real datasets, i.e., daily new cases data, daily new death cases data, and daily new recovered cases data. Then, statistical measures such as mean square error, root mean square error, mean absolute error, and mean absolute percentage error were performed to verify that the proposed models are better than the autoregressive integrated moving average, support vector machine model, least-squares support vector machine, and autoregressive integrated moving average-support vector machine. Empirical results using three recent datasets of known the Coronavirus Disease-19 cases in Malaysia show that the proposed model generates the smallest mean square error, root mean square error, mean absolute error, and mean absolute percentage error values for training and testing datasets compared to the autoregressive integrated moving average, support vector machine, least-squares support vector machine, and autoregressive integrated moving average-support vector machine models. This means that the predicted value of the proposed model is closer to the true value. These results demonstrate that the proposed model can generate estimates more accurately and efficiently. Compared to the autoregressive integrated moving average, support vector machine, least-squares support vector machine, and autoregressive integrated moving average-support vector machine models, our proposed models perform much better in terms of percent error reduction for both training and testing all datasets. Therefore, the proposed model is possibly the most efficient and effective way to improve prediction for future pandemic performance with a higher level of accuracy and efficiency.

Monkeypox virus is gaining attention due to its severity and spread among people. This study sheds light on the modeling and forecasting of new monkeypox cases. Knowledge about the future situation of the virus using a more accurate time series and stochastic models is required for future actions and plans to cope with the challenge. We conduct a side-by-side comparison of the machine learning approach with the traditional time series model. The multilayer perceptron model (MLP), a machine learning technique, and the Box-Jenkins methodology, also known as the ARIMA model, are used for classical modeling. Both methods are applied to the Monkeypox cumulative data set and compared using different model selection criteria such as root mean square error, mean square error, mean absolute error, and mean absolute percentage error. With a root mean square error of 150.78, the monkeypox series follows the ARIMA (7,1,7) model among the other potential models. Comparatively, we use the multilayer perceptron (MLP) model, which employs the sigmoid activation function and has a different number of hidden neurons in a single hidden layer. The root mean square error of the MLP model, which uses a single input and ten hidden neurons, is 54.40, significantly lower than that of the ARIMA model. The actual confirmed cases versus estimated or fitted plots also demonstrate that the multilayer perceptron model has a better fit for the monkeypox data than the ARIMA model. When it comes to predicting monkeypox, the machine learning method outperforms the traditional time series. A better match can be achieved in future studies by applying the extreme learning machine model (ELM), support vector machine (SVM), and some other methods with various activation functions. It is thus concluded that the selected data provide a real picture of the virus. If the situations remain the same, governments and other stockholders should ensure the follow-up of Standard Operating Procedures (SOPs) among the masses, as the trends will continue rising in the upcoming 10 days. However, governments should take some serious interventions to cope with the virus. In the ARIMA models selected for forecasting, we did not incorporate the effect of covariates such as the effect of net migration of monkeypox virus patients, government interventions, etc.

Fitness technologies such as wearables and sit-stand desks are increasingly being used to fight sedentary lifestyles by encouraging physical activity. However, adherence to such technologies decreases over time because of apathy and increased dismissal of behavioral nudges. To address this problem, we introduced shared autonomy in the context of sit-stand desks, where user input is integrated with robot autonomy to control the desk and reduce sedentary behavior and investigated user reactions and preferences for levels of automation with a sit-stand desk. As demographics affect user acceptance of robotic technology, we also studied how perceptions of nonvolitional behavior change differ across cultures (United States and India), sex, familiarity, dispositional factors, and health priming messages. We conducted a web-based vignette study in the United States and India where a total of 279 participants watched video vignettes of a person interacting with sit-stand desks of various levels of automation and answered questions about their perceptions of the desks such as ranking of the different levels of automation. Participants generally preferred either manual or semiautonomous desks over the fully autonomous option (P<.001). However, participants in India were generally more amenable to the idea of nonvolitional interventions from the desk than participants in the United States (P<.001). Male participants had a stronger desire for having control over the desk than female participants (P=.01). Participants who were more familiar with sit-stand desks were more likely to adopt autonomous sit-stand desks (P=.001). No effects of health priming messages were observed. We estimated the projected health outcome by combining ranking data and hazard ratios from previous work and found that the semiautonomous desk led to the highest projected health outcome. These results suggest that the shared autonomy desk is the optimal level of automation in terms of both user preferences and estimated projected health outcomes. Demographics such as culture and sex had significant effects on how receptive users were to autonomous intervention. As familiarity improves the likelihood of adoption, we propose a gradual behavior change intervention to increase acceptance and adherence, especially for populations with a high desire for control.

Nowadays , nonlinear time series and artificial neural networks (ANN) models are used for forecasting in the field of business, agriculture and soon. Recent studies have shown, ANN have been successfully used for forecasting of financial and agriculture data series The classical methods used for time series prediction like Box-Jenkins or ARIMA assumes that there is a linear relationship between inputs and outputs. ANN have more advantages that can approximate to model both linear and nonlinear structures in time series, they are not able to handling both structures equally well. The autoregressive integrated moving average (ARIMA) model and two ANN models namely, Radial basis function neural networks (RBFNN), and Elman recurrent neural networks (ERNN) methods were applied to Hyderabad airport traffic data. The data obtained for 15 years from 2002–2003 to 2016–2017 about domestic and international passenger of International Airport of Hyderabad, India. In this research paper, we compared the performances of ARIMA, RBFNN and ERNN were based on three measures: mean absolute error (MAE), mean absolute percentage error (MAPE), and root mean square error (RMSE). The results showed that RBFNN obtained the smallest MAE, MAPE and RMSE in both the modeling and forecasting processes. The performances of the three models ranked in ascending order were: ARIMA, ERNN and the RBFNN model. Keywords: T ime series, forecasting, artificial neural networks, ARIMA models, radial basis function neural networks, and Elman recurrent neural networks Cite this Article R. Ramakrishna, Berhe Aregay, Tewodros Gebregergs. The Comparison in Time Series Forecasting of Air Traffic Data by Autoregressive Integrated Moving Average Model, Radial Basis Function and Elman Recurrent Neural Networks. Research & Reviews: Journal of Statistics . 2018; 7(3): 75–90p.

Hybrid random forest-based models for predicting shear strength of structural surfaces based on surface morphology parameters and metaheuristic algorithms

The manual creation of new Internet- and IT-based applications is currently a limiting factor in enabling new and innovative services to be quickly available. We advocate that semi-automated service creation techniques are feasible, whereas fully automated ones are not a reality yet. Consistently increasing the level of automation may lead to a better comprehension of the problem that will pave the way for the introduction of higher levels of automation in the future. We have developed two versions of a service creation tool, with different levels of automation, which have so far confirmed our expectations that the experience with semi-automation is a promising approach for continually speeding up the service creation process.

ObjectivesHuman brucellosis is a public health problem endangering health and property in China. Predicting the trend and the seasonality of human brucellosis is of great significance for its prevention. In...

Future automation and control units for advanced driver assistance systems (ADAS) will exchange sensor and kinematic data with nearby vehicles using wireless communication links to improve traffic safety. In this paper we present an accurate real-time system-level simulation for multi-vehicle communication scenarios to support the development and test of connected ADAS systems. The physical and data-link layer are abstracted and provide the frame error rate (FER) to a network simulator. The FER is strongly affected by the non-stationary doubly dispersive fading process of the vehicular radio communication channel. We use a geometry-based stochastic channel model (GSCM) to enable a simplified but still accurate representation of the non-stationary vehicular fading process. The propagation path parameters of the GSCM are used to efficiently compute the time-variant condensed radio channel parameters per stationarity region of each communication link during run-time. Five condensed radio channel parameters mainly determine the FER forming a parameter vector: path loss, root mean square delay spread, Doppler bandwidth, <i xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">K</i> -factor, and line-of-sight Doppler shift. We measure the FER for a pre-defined set of discrete grid points of the parameter vector using a channel emulator and a given transmitter-receiver modem pair. The FER data is stored in a table and looked up during run-time of the real-time system-level simulation. We validate our methodology using empirical measurement data from a street crossing scenarios demonstrating a close match in terms of FER between simulation and measurement.

Full text Figures and data Side by side Abstract Editor's evaluation Introduction Materials and methods Results Discussion Data availability References Decision letter Author response Article and author information Metrics Abstract Background: Oxygen uptake (VO2) is one of the most important measures of fitness and critical vital sign. Cardiopulmonary exercise testing (CPET) is a valuable method of assessing fitness in sport and clinical settings. There is a lack of large studies on athletic populations to predict VO2max using somatic or submaximal CPET variables. Thus, this study aimed to: (1) derive prediction models for maximal VO2 (VO2max) based on submaximal exercise variables at anaerobic threshold (AT) or respiratory compensation point (RCP) or only somatic and (2) internally validate provided equations. Methods: Four thousand four hundred twenty-four male endurance athletes (EA) underwent maximal symptom-limited CPET on a treadmill (n=3330) or cycle ergometer (n=1094). The cohort was randomly divided between: variables selection (nrunners = 1998; ncyclist = 656), model building (nrunners = 666; ncyclist = 219), and validation (nrunners = 666; ncyclist = 219). Random forest was used to select the most significant variables. Models were derived and internally validated with multiple linear regression. Results: Runners were 36.24±8.45 years; BMI = 23.94 ± 2.43 kg·m−2; VO2max=53.81±6.67 mL·min−1·kg−1. Cyclists were 37.33±9.13 years; BMI = 24.34 ± 2.63 kg·m−2; VO2max=51.74±7.99 mL·min−1·kg−1. VO2 at AT and RCP were the most contributing variables to exercise equations. Body mass and body fat had the highest impact on the somatic equation. Model performance for VO2max based on variables at AT was R2=0.81, at RCP was R2=0.91, at AT and RCP was R2=0.91 and for somatic-only was R2=0.43. Conclusions: Derived prediction models were highly accurate and fairly replicable. Formulae allow for precise estimation of VO2max based on submaximal exercise performance or somatic variables. Presented models are applicable for sport and clinical settling. They are a valuable supplementary method for fitness practitioners to adjust individualised training recommendations. Funding: No external funding was received for this work. Editor's evaluation The authors have established new formulas to predict maximum oxygen uptake for cyclists and runners based on submaximal exercise testing and anthropometric characteristics. This is an important study with a large and comprehensive dataset, which may be helpful for many exercise labs. The work is convincing, using appropriate and validated methodology in line with the current state-of-the-art, as shown by references to common exercise books. https://doi.org/10.7554/eLife.86291.sa0 Decision letter Reviews on Sciety eLife's review process Introduction The oxygen uptake (VO2) is considered an important metric in assessing cardiorespiratory fitness, health status, or endurance performance potential (Guazzi et al., 2012). With the application of standardised procedures and interpretation protocols, during graded exercise tests (GXT), the (maximal oxygen uptake) VO2max can be established (Bentley et al., 2007). GXT is the most widely used assessment to examine the dynamic relationship between exercise and integrated physiological systems (Albouaini et al., 2007; Bentley et al., 2007). The information from GXT during cardiopulmonary exercise testing (CPET) can be applied across the spectrum of sport performance, occupational safety screening, research, and clinical diagnostics (Guazzi et al., 2017). VO2 max is often used as a boundary between severe and extreme intensity domains and by definition requires maximal effort from the tested subject (Gaesser and Poole, 1996). However, it is not always recommended or possible to undertake a test to exhaustion (Guazzi et al., 2012). For the athletes, the proximity of competition or injury history can allow submaximal testing, but not testing to exhaustion (Sassi et al., 2006). Testing that requires maximal effort may be disruptive to the training process or interfere with race performance (Coutts et al., 2007; Lamberts et al., 2011). Due to practical constraints, tests to exhaustion or peak-power-output tests are often performed only two or three times a year (Coutts et al., 2007). However, VO2 values are widely used in sport science and the decision-making process (Mann et al., 2013). VO2 is widely considered one of the major endurance performance determinants (Joyner and Coyle, 2008). Using VO2max to guide the selection process, prescribing training intensity, assessing training adaptations, or predicting race times is a common practice in high-performance sports (Bassett and Howley, 2000; Bentley et al., 2007; Hawley and Noakes, 1992; Noakes et al., 1990). VO2max is also one of the critical vital signs coordinating the function of the cardiovascular, respiratory, and muscular systems, it is an indicator of overall body health status (Kaminsky et al., 2017). Quantifying VO2max provides additional input regarding clinical decision-making, risk stratification, evaluation of therapy, and physical activity guidelines (Guazzi et al., 2012). For patients undertaking a test to exhaustion is rarely needed or possible due to health restraints or cardiac risk (Guazzi et al., 2016). For many years researchers have studied indirect methods of estimating VO2max(Sartor et al., 2013). Protocols such as the Astrand-Ryhming Test, Six-Minute Walk Test, or YMCA Step Test have been established and validated (Astrand and Ryhming, 1954; Beutner et al., 2015; Carey, 2022; Jalili et al., 2018). Moreover, estimation of the VO2 and heart rate (HR) values below the ventilatory threshold can be based on cardiorespiratory kinetics assessment using randomised changes in the work rate known as a pseudo-random binary sequences testing (Hoffmann et al., 2022). However, with the development of technology, the accessibility of laboratory testing and mobile testing improved (Montoye et al., 2020; Pritchard et al., 2021). Therefore, new opportunities to develop more precise yet simple and accessible methods and models to assess VO2max occur (Jurov et al., 2023). This appears to be especially important considering the low prediction accuracy of most of the VO2max formulae that were validated in our previous study (Wiecha et al., 2023). Recently, we have been observing the development of prediction methods with the usage of machine learning (ML) and artificial intelligence (AI) (Ashfaq et al., 2022). Both ML and AI are used in sport science as forecasting and decision-making support tools (Abut and Akay, 2015; Bobowik and Wiszomirska, 2022; Chmait and Westerbeek, 2021; Hammes et al., 2022; Rossi et al., 2021). There is growing evidence that VO2max prediction based on ML models, especially support vector ML and artificial neural network models, exhibits more robust and accurate results compared to MLR only (Abut and Akay, 2015; Ashfaq et al., 2022). Therefore, in this research, with the support of ML, we look for algorithms and prediction patterns that allow us to use values obtained during submaximal CPET and somatic measurements to estimate maximal VO2max values in male runners and cyclists. We stipulate that prediction models allow for accurate calculation of VO2max based on somatic or submaximal CPET variables. Materials and methods We have applied the development and validation of the prediction TRIPOD guidelines to conduct the study (see Supplementary Material 1TRIPOD Checklist for Prediction Model Development and Validation) (Collins et al., 2015). The study is based on retrospective data analysis from the CPET registry collected from 2013 to 2021 at the medical clinic (Sportslab, Warsaw, Poland). All CPET have been performed at the individual request of participants, as a part of regular training monitoring or performance assessment. Ethical approval Request a detailed protocol The Institutional Review Board of the Bioethical Committee at the Medical University of Warsaw (AKBE/32/2021) has approved the study protocol. The regulations of the Declaration of Helsinki were met during all parts of the study. Each study participant delivered written consent to undergo CPET and participate in the study. Derivation cohort Request a detailed protocol We selected the cohort with the use of rigorous exclusion/inclusion criteria. Due to the insufficient number of women in our database and the number of potential variables in the regression models for adequate power, we had to limit ourselves to conduct analysis in the male population only (Martens and Logan, 2021). Out of 6439 healthy, adult male cyclists and long-distance runners that undergone CPET, 4423 met the criteria as further: (1) age ≥18 years, (2) declared regular cycling or running training for ≥3 months, (3) had no extreme outliers ≤ or ≥±3 standard deviations (SD) from mean for all of the testing variables (beyond ≥±3 SD in VO2max), (4) lack of any injury, medical condition, or addiction in medical history that may affect exercise capacity, (5) not taking any medications with a modifying effect on exercise capacity, (6) maximum exertion achieved during CPET. We defined the maximum exertion in CPET as the fulfilment of the minimum six of the following criteria: (1) respiratory exchange ratio (RER) ≥1.10, (2) present VO2 plateau (growth <100 mL·min–1 in VO2 despite increased running speed or cycling power), (3) respiratory frequency (fR) ≥45 breaths·min–1, (4) declared subjective exertion intensity during CPET ≥18 in the Borg scale (Borg, 1970), (5) blood lactate concentration [La-]b ≥8 mmol·L–1, (6) growth in speed/power ≥10% of respiratory compensation point (RCP) values after exceeding the RCP, (7) peak heart rate (HRpeak) ≥15 beats·min–1 below predicted maximal heart rate (HRmax) (Lach et al., 2021). Participants’ selection procedure has been shown in Figure 1. Figure 1 Download asset Open asset Flowchart of the preliminary inclusion and exclusion process. Abbreviations: EA, endurance athlete; CPET, cardiopulmonary exercise testing; SD, standard deviation; TE, treadmill; RER, respiratory exchange ratio; VO2, oxygen uptake (mL·min−1·kg−1); [La−]b, lactate concentration (mmol·L−1); fR, breathing frequency (breaths·min−1); RCP, respiratory compensation point; HRpeak, peak heart rate (beats·min−1); HRmax, maximal heart rate (bpm). At both stages of the selection, some participants met several (>1) exclusion criteria. Somatic measurements and CPET protocols Request a detailed protocol Body mass was measured with a body composition (BC) analyser (Tanita, MC 718, Japan) with the multifrequency of 5 kHz/50 kHz/250 kHz via the bioimpedance analysis and normal testing mode. The participants’ skin was cleaned with alcohol before placing the electrodes on the skin. Prior to the test, the participants received instructions to refrain from exercising for 2 hr, consume a light meal rich in carbohydrates 2–3 hr beforehand, and maintain hydration by drinking isotonic beverages. Additionally, they were advised to abstain from medications, caffeine, and cigarettes on the day of the test. Running CPET (TE) was performed on a mechanical treadmill (h/p/Cosmos Quasar, Germany). Cycling CPET (CE) was performed on Cyclus-2 (RBM elektronik-automation GmbH, Leipzig, Germany). Hans Rudolph V2 mask (Hans Rudolph, Inc, Shawnee, KS, USA), breath-by-breath method with Cosmed Quark CPET gas exchange analysing device (Cosmed Srl, Rome, Italy), and Quark PFT Suite to Omnia 1.6 software were utilised. The gas analyser device was regularly calibrated with the reference gas (16% O2; 5% CO2) in accordance with the manufacturer’s instructions (Airgas USA, LLC, Plumsteadville, PA, USA). From 2013 to 2021, three Cosmed Quark CPET units were used. HR was measured with the Cosmed torso belt (Cosmed srl, Rome, Italy). [La-]b was measured via enzymatic-amperometric electrochemical technique with Super GL2 analyser (Müller Gerätebau GmbH, Freital, Germany). The [La-]b analyser was regularly calibrated before each measurement series. The 40 m2 indoor, air-conditioned laboratory with 20–22°C temperature and 40–60% humidity, and 100 m ASL provided the same conditions for all BC and CPET. Each CPET began with a 5 min personalised warm-up (walk or easy jog with ‘conversational’ intensity for running, easy pedalling with ‘conversational’ intensity for cycling). Then after the preparation (about 5 min), the continuous progressive step test was conducted. Due to the population diversity (training status), the running test speed started from 7 to 12 km·hr–1 with a 1% treadmill incline. The choice of initial starting speed was determined by the interview and sports results achieved. For example, those running less than 60 min at a distance of 10 km started the test at 7 km/hr, while those running 10 km for less than 35 min started the test at an initial speed of 12 km/hr. The pace increased by 1 km·hr–1 every 2 min with no change in incline. The cycling test began at 60–150 W, depending on the athletes training status. The power increased by 20–30 W every 2 min. It was recommended to maintain a constant cadence of 80–90 (repetition·min–1) during the test. The tests were terminated due to exhaustion: volitional inability to continue the activity or/and VO2 and HR plateau with increasing load or/and observed disturbance of coordination in running or/and inability to maintain the set cadence. Due to the graded protocol used, the cycling power and running speed values have been calculated as a function of time to better reflect the actual level for the test moment being determined (Kuipers et al., 1985). Before the test, after every step, and 3 min after the termination of the effort technician took a 20 µL blood sample from a fingertip. Samples were collected during the test without interrupting the effort. The samples were taken from the initial puncture. The first blood drop was collected into the swab and the second blood drop was drawn for further analysis into the capillary. VO2max was recorded as the highest value (15 s intervals) before the termination of the test. HRmax was recorded as the highest value obtained at the end of the test, without averaging. The anaerobic threshold (AT) was established with the following criteria: (1) common start of VE/VO2 and VE/VCO2 curves, (2) end-tidal partial pressure of oxygen raised constantly with the end-tidal partial pressure of carbon dioxide (Beaver et al., 1986). The was established with the following criteria: (1) PetCO2 must decrease after reaching maximal amount, (2) the presence of fast nonlinear growth in VE (second deflection), (3) the VE/VCO2 ratio achieved minimum and started to rise, and (4) a nonlinear increase in VCO2 versus VO2 (lack of linearity) (Beaver et al., 1986). The [La-]b was estimated for AT and RCP in relation to power or speed (Wiecha et al., 2022). Data analysis Request a detailed protocol Our comprehensive ML approach enables the evaluation of each formula by preliminary variables precision (at the stage of selection), then accuracy (during the model’s building) and recall (in internal validation). Individual CPET results were saved into the Excel file (Microsoft Corporation, Redmond, WA, USA) and a custom-made script was used to generate the database in Excel (Python programming). Further, mean, SD, and 95% confidence intervals (CI) were calculated. The normality of the distribution of the data was examined using the Shapiro-Wilk test and intergroup differences were calculated using the Student’s t-test for independent variables. Three-step variable selection procedures based on random forests were applied using the R package VSURF in RStudio software (R Core Team, Vienna, Austria; version 3.6.4) (Genuer et al., 2016). For each level of measurement (AT, RCP) and their combination (AT+RCP), significant variables were identified separately. The first step was dedicated to eliminate irrelevant variables from the dataset. Second step aimed to select all variables related to the response for interpretation purposes. The third step refined the selection by eliminating redundancy in the set of variables selected by the second step, for prediction purposes (Genuer et al., 2017). Each time for variables selection, the anthropometric variables as in Tables 1–2 and the CPET parameters given in Tables 3–4 from a specific level of measurement (AT; RCP) and their combinations were visible. Table 1 Basic anthropometric characteristics for runners. Variable (unit)Derivation group n=1998Testing group n=666Validation group n=666MeanCISDMeanCISDMeanCISDAge (years)36.235.6–36.98.4535.935.5–36.38.0535.534.9–36.28.14Height (cm)180.0179.6–180.56.04179.4179.1–179.76.13179.7179.2–180.26.61BM (kg)77.777.0–78.49.3577.777.3–78.19.2977.977.1–78.610.1BMI (kg·m–2)23.923.8–24.12.4324.124.0–24.22.4124.123.9–24.32.56BF (%)15.415.1–15.74.5515.515.3–15.74.5215.415.1–15.84.55FM (kg)12.211.9–12.64.6812.312.1–12.54.6512.311.9–12.74.92FFM (kg)65.565.0–66.06.4365.465.1–65.76.3165.665.1–66.16.86 BM, body mass; BMI, body mass index; BF, body fat; FM, fat mass; FFM, fat-free mass; CI, 95% confidence interval; SD, standard deviation. Table 2 Basic anthropometric characteristics for cyclists. Variable (unit)Derivation group n=656Testing group n=219Validation group n=219MeanCISDMeanCISDMeanCISDAge (years)37.336.6–38.09.1337.135.9–38.49.5037.636.5–38.88.46Height (cm)179.9179.4–180.46.27180.1179.2–181.06.96180.2179.4–181.06.13BM (kg)78.878.1–79.69.8079.177.7–80.510.479.878.4–81.310.9BMI (kg·m–2)24.324.1–24.62.6324.424.0–24.72.8024.624.2–25.02.96BF (%)16.415.7–17.14.9916.115.7–16.54.8116.215.5–16.84.87FM (kg)13.312.6–14.15.6613.012.6–13.45.2713.312.5–14.05.85FFM (kg)65.864.9–66.66.2565.865.4–66.36.0666.665.7–67.46.58 BM, body mass; BMI, body mass index; BF, body fat; FM, fat mass; FFM, fat-free mass; CI, 95% confidence interval; SD, standard deviation. Table 3 Cardiopulmonary exercise testing (CPET) characteristics for runners. Variable (unit)Derivation group n=1998Testing group n=666Validation group n=666MeanCISDMeanCISDMeanCISDrVO2AT (mL·min–1·kg–1)38.438.1–38.85.0138.538.3–38.74.8838.137.7–38.55.16RERAT0.870.86–0.870.040.870.86–0.870.040.870.86–0.870.04HRAT (beats·min–1)151.5150.8–152.310.3151.0150.6–151.510.8152.0151.2–152.810.8VEAT (L·min–1)79.178.1–80.012.278.377.8–78.912.077.276.3–78.212.0SPEEDAT (km·h–1)11.010.9–11.11.4511.011.0–11.11.3610.910.8–11.01.42LAAT (mmol·L–1)2.082.02–2.140.631.801.76–1.830.622.352.27–2.420.72rVO2RCP (mL·min–1·kg–1)47.547.0–48.05.8847.747.4–48.06.1547.346.8–47.86.16RERRCP1.001.00–1.000.041.001.00–1.000.041.001.00–1.000.03HRRCP (beats·min–1)173.4172.7–174.19.21173.2172.8–173.69.30174.3173.5–175.09.50VERCP (L·min–1)114.7113.5–116.015.9113.9113.1–114.616.7112.7111.4–114.016.2SPEEDRCP (km·h–1)14.013.9–14.11.7714.114.0–14.11.7013.913.8–14.11.75LARCP (mmol·L–1)4.724.63–4.821.044.404.34–4.451.044.814.69–4.931.14rVO2max (mL·min–1·kg–1)53.853.3–54.36.6754.354.0–54.66.9553.853.3–54.37.09 CI, 95% confidence interval; SD, standard deviation; rVO2AT, oxygen uptake at anaerobic threshold relative to body mass; RERAT, respiratory exchange ratio at anaerobic threshold; HRAT, heart rate at anaerobic threshold; VEAT, pulmonary ventilation at anaerobic threshold; SPEEDAT, velocity at anaerobic threshold; LAAT, blood lactate concentration at anaerobic threshold; rVO2RCP, oxygen uptake at respiratory compensation point relative to body mass; RERRCP, respiratory exchange ratio at respiratory compensation point; HRRCP, heart rate at respiratory compensation point; VERCP, pulmonary ventilation at respiratory compensation point; SPEEDRCP, velocity at respiratory compensation point; LARCP, blood lactate concentration at respiratory compensation point; rVO2max, maximal oxygen uptake relative to body mass. Table 4 Cardiopulmonary exercise testing (CPET) characteristics for cyclists. Variable (unit)Derivation group n=656Testing group n=219Validation group n=219MeanCISDMeanCISDMeanCISDrVO2AT (mL·min–1·kg–1)33.032.5–33.45.8433.232.4–33.95.6833.732.9–34.55.89RERAT0.870.87–0.870.040.870.87–0.880.040.870.87–0.880.04HRAT CI, 95% confidence interval; SD, standard deviation; rVO2AT, oxygen uptake at anaerobic threshold relative to body mass; RERAT, respiratory exchange ratio at anaerobic threshold; HRAT, heart rate at anaerobic threshold; VEAT, pulmonary ventilation at anaerobic threshold; power at anaerobic threshold relative to body mass; LAAT, blood lactate concentration at anaerobic threshold; rVO2RCP, oxygen uptake at respiratory compensation point relative to body mass; RERRCP, respiratory exchange ratio at respiratory compensation point; HRRCP, heart rate at respiratory compensation point; VERCP, pulmonary ventilation at respiratory compensation point; LARCP, blood lactate concentration at respiratory compensation point; power at respiratory compensation point relative to body mass; rVO2max, maximal oxygen uptake relative to body mass. selection variables were in the further only selected parameters were into multiple linear regression The data for MLR model building were randomly into that is testing, validation and of the a only significant were in the Derived are by the of mean and mean analysis was used to the model’s precision and accuracy during validation and tests to the fulfilment of MLR test the of in MLR test assessment between and test of Each model was examined the and any have not been 2 package in RStudio (R Core Team, Vienna, Austria; version version for and software version were used in was considered as the Results Somatic measurements and CPET results data of the runners models for testing, and validation are in Table while cyclists are in Table The runners of and for testing, and validation the cyclists and differences between of runners and cyclists were in BMI and between testing in all between validation only in CPET results for runners models are in Table 3 and for cyclists in Table Runners in the cohort achieved relative to body mass VO2max of in testing group and in validation group cyclists mean was and for testing, and validation to body mass oxygen uptake at anaerobic threshold in runners for ± ± and ± of in testing, and validation it was ± ± and ± of rVO2max, relative to body mass oxygen uptake at respiratory compensation point in runners for ± ± and ± of for testing, and validation while in cyclists for ± ± and ± of rVO2max, There were no significant differences in values between testing, and validation the runners and cyclists between runners and cyclists results were all significant Prediction models based on AT and RCP Full of MLR prediction models for cyclists are in Table for runners in Table The models prediction performance is as with and for cyclists from for somatic parameters to for RCP equations. For runners from for to for AT and equations. for cyclists models was the for RCP and the highest for For from for AT and to for equation. observed for cyclists was the for RCP in the validation group and the highest for while in runners the for AT and and the highest for The performance of prediction is in Figure Figure 2 Download asset Open asset of prediction for Abbreviations: maximal oxygen anaerobic threshold; RCP, respiratory compensation point; All values are in performance for running while the performance for cycling equations. performance of the prediction model for for for AT and for somatic-only equation. Table 5 VO2max prediction for cyclists. linear regression group group = = = = based on anaerobic threshold; RCP, based on respiratory compensation point; based on somatic variables mean mean maximal oxygen uptake relative to body mass rVO2AT, oxygen uptake at anaerobic threshold relative to body mass power at anaerobic threshold relative to body mass rVO2RCP, oxygen uptake at respiratory compensation point relative to body mass VERCP, pulmonary ventilation at respiratory compensation point BF, body fat BM, body mass Table VO2max prediction for runners. linear regression group group = = = = based on anaerobic threshold; RCP, based on respiratory compensation point; based on somatic variables mean mean maximal oxygen uptake relative to body mass rVO2AT, oxygen uptake at anaerobic threshold relative to body mass SPEEDAT, velocity at anaerobic threshold FFM, fat mass VEAT, pulmonary ventilation at anaerobic threshold HRAT, heart rate at anaerobic threshold BF, body fat rVO2RCP, oxygen uptake at respiratory compensation point relative to body mass SPEEDRCP, velocity at respiratory compensation point Models validation of each model for cyclists is in Table while for runners in Table the performance of our prediction was to that observed in the

The purposes are to analyze the safety and real-time performance of intelligent transportation under big data and solve urban transportation safety problems. The existing problems of complex traffic data collection and single factor analysis are analyzed. Guangzhou target road section and its historical traffic flow are taken as the data source, the big data analytics (BDA) platform is constructed after preprocessing, and then the deep belief network (DBN) is introduced to build the intelligent transportation model based on BDA. Finally, the model is simulated to analyze its performance. The results reveal that the Root Mean Square Error (RMSE), Mean Absolute Error (MAE), and Mean Absolute Percentage Error (MAPE) of the proposed algorithm are 4.42%, 6.21%, and 8.03%, respectively compared to Recurrent Neural Network (RNN), Convolutional Neural Network (CNN), Neuro fuzzy c-means model (FCM), Deep Neural Network (DNN), and neural network (NN). The mean absolute error (MAE) and mean absolute percentage error (MAPE) are 4.42%, 6.21% and 8.03% respectively. The prediction accuracy is significantly better than that of other algorithms. The analysis of Accuracy, Precision, Recall and F1 suggests that the safety prediction accuracy of the proposed algorithm can reach up to 88.57%, which is at least 3.19% higher than that of other algorithms. Meantime, the proposed algorithm can effectively inhibit the spread of congestion, and achieve the effect of timely evacuation for traffic congestion. Regarding the data transmission performance, the delay is less than 40ms and the packet loss rate is less than 0.1, which is significantly better than other model algorithms in real-time performance. Hence, the constructed intelligent transportation algorithm based on BDA has high precision and excellent congestion evacuation performance, which can provide an experimental basis for constructing intelligent and safe transportation in the future.

As a new energy source, the use of wind power is conducive to the protection of global resources and the environment, thus it plays an increasingly important role in alleviating the energy crisis. Due to the fluctuation and strong randomness of wind speed, wind power generation is difficult to integrate into the grid. To overcome these challenges and further enhance wind speed forecasting performance and stability, a forecasting method is developed based on long short-term memory network. To verify the properties of this deep learning algorithm, the 15-min wind speed data of four wind farms in Inner Mongolia of China are analyzed. The results of root mean square error, mean absolute error and mean absolute percentage error show that this new algorithm is superior to the autoregressive integrated moving average model in prediction accuracy and stability. Among them, compared with the ARIMA model, the root mean square error of the new model for Datasets 1-4 decreased by 60.40%, 52.19%, 75.12% and 85.64%, respectively. Thus, deep learning algorithm based on long short-term memory network is extremely useful for enhancing prediction precision, and is a reasonable and valid tool for intelligent grid programming. It also provides strong technical support for the formulation of wind power industry policies. In the future, we should improve the legal regulatory system and diversified financial tools, as well as strengthening scientific research incentive mechanisms to promote the development of the wind power industry.