HAL Portal UTC Université de Technologie de Compiègne
Not a member yet
11652 research outputs found
Sort by
Enhancing the intelligibility of decision trees with concise and reliable probabilistic explanations
No full textInternational audienceThis work deals with explainable artificial intelligence (XAI), specifically focusing on improving the intelligibility of decision trees through reliable and concise probabilistic explanations. Decision trees are popular because they are considered highly interpretable. Due to cognitive limitations, abductive explanations can be too large to be interpretable by human users. When this happens, decision trees are far from being easily interpretable. In this context, our goal is to enhance the intelligibility of decision trees by using probabilistic explanations. Drawing inspiration from previous work on approximating probabilistic explanations, we propose a greedy algorithm that enables us to derive concise and reliable probabilistic explanations for decision trees. We provide a detailed description of this algorithm and compare it to the state-of-the-art SAT encoding. In the order to highlight the gains in intelligibility while emphasizing its empirical effectiveness, we will conduct in-depth experiments on binary decision trees as well as on cases of multi-class classification. We expect significant gains in intelligibility. Finally, to demonstrate the usefulness of such an approach in a practical context, we chose to carry out additional experiments focused on text classification, in particular the detection of emotions in tweets. Our objective is to determine the set of words explaining the emotion predicted by the decision tree
Visual-to-auditory sensory substitution with passive movements in a double participant setup
No full textInternational audienceIn the field of sensory substitution, research has highlighted the role of participants' action on the sensor of sensory substitution devices. These observations are in line with the conception of perception as a dynamic process in which action plays an essential role. However, a debate remains between several conceptions. According to the ecological psychology approach, action may correspond to voluntary movements, but also to passive movements that expose us to invariants and enable perception. For the enactive cognitive science approach, action corresponds mainly to voluntary movements, the aim of which is to test sensorimotor contingencies, and gives rise to perception. In order to contribute to this debate, we have set up a visual-to-auditory sensory substitution device coupled with a pantograph system for transferring identical movements. This makes it possible to test two participants simultaneously, one acting voluntarily on the device's sensors, the other subjected to passive movements that are nonetheless correctly associated with auditory feedback. Participants were asked to recognize 2D shapes, and our results show that they improved their perception irrespective of whether the experimental condition was active or passive. Thus, our results confirm that sensory substitution is possible via passive movements
Comparison of two iterative schemes to solve the Chemotaxis - Biodegradation System
No full textInternational audienceThe mathematical model describing the biodegradation process in porous media by bacteria-divided into planktonic and adherent types-incorporates the chemotaxis effect, wherein the flow velocity depends on the concentration of adherent bacteria. This model consists of a system of five strongly coupled nonlinear parabolic equations, including a nonlinear advection term. Using the fixed-point theorem, we establish the existence, uniqueness, and non-negativity of the solution. To approximate the solution, we employ the finite element (FE) method. To linearize the system at each time step, we compare two iterative schemes. The first, called the Coupled Prediction Scheme (CPS), is shown to converge, while the second is the conventional Fixed-Point Method (FPM). Theoretical and numerical results show that CPS offers a faster and more efficient alternative to the conventional FPM
De l’étude du confort sonore de l’habitacle du véhicule électrique à son amélioration par l’acoustique augmentée
No full textRecent advances in cabin soundproofing in automobiles, along with the generalization of electric motors, silent, have profoundly transformed the user’s auditory experience and challenged established notions of comfort, particularly sonic comfort. This thesis aims to explore the concept of sonic comfort in this context. To achieve this, a review of the scientific literature is conducted to clarify and define this notion of sonic comfort. This also enables to identify the tools suited to analyze and detect the emergence of sound sources that were previously masked or nonexistent, while considering theunique role of sound in the automotive environment. This thesis is structured into three distinct and complementary parts. The first part addresses the description of the sound environment through a series of interviews with sound automotive specialists, focusing on sound descriptors. This work results in the development of a lexicon based on a paradigm designed within the PDS (Perception et Design Sonores) team, known as the SpeaK paradigm. The second part of the thesis focuses on improving the sonic comfort of a specific situation characterized by a sound described as unpleasant or bothersome. The proposed solution involves adding sounds designed according to different masking typologies, referred to as Energetic, Habillage, and Attentional masking. Among these typologies, masks are created using a parametric synthesizer developed specifically for this purpose. A perceptual study in a controlled environment, employing a Best-Worst Scaling methodology, is then conducted. This study, carried out with 50 participants, quantifies the differences between these methodologies across two evaluated dimensions : defect detectability and scene pleasantness. Following this study, a perspective for in situ experiments to validate the results, as well as insights into the limitations and possible improvements of the experimental method, are proposed.Les progrès récents de l’insonorisation des habitacles dans l’automobile ainsi que l’avènement de la motorisation électrique, silencieuse, ont durablement transformé l’expérience sonore de l’utilisateur et remettent en question les acquis du confort, et notamment du confort sonore. Cette thèse a pour objectif d’explorer le confort sonore dans cet environnement. Pour cela un travail de littérature scientifique permet de clarifier et définir cette notion de confort sonore, et de mettre en évidence les outils adaptés pour traiter et identifier l’émergence de sources sonores, auparavant masquées ou inexistantes tout en prenant en compte la place particulière du son dans un milieu comme l’automobile.Cette thèse se sépare en trois parties distinctes et complémentaires. La première aborde le point de la description de l’environnement sonore à travers un travail d’interviews avec des spécialistes automobiles du son, sur les descripteurs numérique et sémantique du son. Ce travail aboutit sur la construction d’un lexique en suivant un paradigme élaboré au sein de l’équipe PDS (Perception et Design Sonores), le paradigme SpeaK. La deuxième partie de la thèse s’attelle à améliorer le confort sonore d’une situation sonore précise, comportant un son décrit comme désagréable ou gênant. La solution explorée consiste à ajouter des sons conçus suivant différentes typologies de masquage, appelées masquage énergétique, habillage et masquage attentionnel. Parmi ces différentes typologies, des masques sont alors créés grâce à un synthétiseur paramétrique développé spécifiquement pour cette tâche. Une étude perceptive en atmosphère contrôlée, utilisant une méthodologie Best-Worst Scaling est alors menée. Cette étude, menée avec 50 participants, permet de quantifier les différences entre ces méthodologies sur deux dimensions évaluées : la détectabilité du défaut et l’agréabilité de la scène. À l’issue de cette étude, une perspective d’expérience in-situ pour confronter les résultats, ainsi que la mise en lumière de limites et d’améliorations possibles de la méthode expérimentale sont proposées
Comparison of three classical lower bounds for the Parallel Machines Scheduling Problem
No full textInternational audienceThis paper compares three classical lower bounds for the Parallel Machines Scheduling Problem (PMSP). The first lower bound considered is the makespan of Jackson’s Pseudo Preemptive Schedule (JPPS). The second is the preemptive bound, which is obtained by relaxing the non-preemption constraint, and the third is based on Energetic Reasoning (ER). To compare these three bounds, we first provide a rigorous mathematical characterization. Specifically, we introduce a mathematical definition of the ER-derived lower bound as the smallest value of the trial makespan that results in a successful ER feasibility test. This definition relies on the fundamental concepts of critical intervals and specific operations that we called crossing operations, for which we give some theoretical properties. We establish an Energy theorem , which provides an analytical formulation of the energetic lower bound. In an extension of the JPPS and ER lower bounds, we give an analytical formulation of the preemptive bound. From the analytical characterization of these three bounds, we attempt to analyze their relative performances. In particular, we find that the ER lower bound differs from JPPS because on some machines at least two operations must be scheduled for ER. The preemptive bound differs from JPPS because idle periods may be required in an optimal preemptive schedule. Interestingly, these three characterizations are quite similar, and so can provide insight into the ways in which the bounds differ. Our results can be directly extended to the cumulative scheduling problem, and we report some experimental experiments that compare these bounds and confirm the theoretical results stated above
Embedded nanoparticle silk fibroin hydrogel as surface enhanced Raman scattering (SERS) substrates for detection of methylene blue in water
No full textInternational audienceSurface Enhanced Raman Scattering (SERS) is a powerful and attractive analytical detection technique capable of amplifying Raman signal of target molecules near or at the surface of plasmonic metal nanoparticles due to resonance and charge transfer effect. Silk fibroin (SF), a protein extracted from Bombyx mori cocoon has stirred interest for use as a SERS matrix due to ease of processing and workability into different material shapes for hosting SERS active materials. Water stabilized plasmonic nanoparticles (Nps) namely: Au, and Ag synthesized by facile green procedure and another synthesized form of Ag nanoparticles via Lee Meisel protocol (referred to here as Ag∗) were prepared, and characterized by transmission electron microscopy, dynamic light scattering, and UV–visible spectroscopy. Firstly, SERS detection activity tests of the Nps were performed in suspension over methylene blue (MB) as the model organic pollutant. The SF-AuNp, SF-AgNp, SF-AgNps∗ hydrogels were then prepared by previously developed enzyme cross-linking methodology. SEM, FTIR, and UV–vis spectroscopy were used to characterize the Nps containing hydrogels. SERS detection activity over MB was then extended to hydrogels containing Nps. Executed SERS test over MB analyte and under 785 nm excitation recorded 1.56 μM, 15.63 μM, and 15.63 μM respectively as concentration detection levels reached with Au-Nps, AgNps, AgNps∗ suspensions, while 0.27 μM, 0.27 μM, and 0.17 μM were respectively achieved in the case of SF-AuNps, SF-AgNps, and SF-AgNps∗ hydrogels SERS activity performance evaluation. From a general look, the best performing SF-AgNps∗ with a signal amplification factor of about 7.4 for tested Nps suspension, achieved over 400 signal amplification for the tested SF-AgNps∗ hydrogel material representing almost 60 times fold of enhancement obtained in comparison to Nps tested in solution. The inherent adsorption capability of the SF-Nps hydrogels in comparison to the suspension test, facilitated through the concentration of MB by the SF-Nps hydrogels matrix for detection, represents a promising strategy in the development of efficient environmental detection systems
Élaboration de films plastiques biosourcés et évaluation de leur biodégradabilité en digestion anaérobie
No full textNational audienceDepuis l’entrée en vigueur de l’obligation de tri à la source des biodéchets le 1er janvier 2024, la présence de plastiques se retrouve vers les sites de méthanisation pour la production de biogaz. Les communautés microbiennes actives dans les digesteurs n’ont pas la capacité de décomposer les plastiques d’origine pétrochimique. Par ailleurs, bien que certains emballages biosourcés disponibles sur le marché soient compostables, ils ne sont pas adaptés à la méthanisation. Cette étude vise à développer des films plastiques à partir de polymères d’origine biosourcée (amidon, microalgues, PHS, PBS, PGS, etc.), dégradables en conditions de digestion anaérobie.Des films polymères ont été formulés à partir de divers composants (PHS, lignine, PGS, PGHS, microalgues,etc.), avec un ajustement des ratios massiques entre diacides, diols ou glycérol pour optimiser leurs propriétés. Le glycérol, en apportant des fonctions alcool, modifie les taux de réticulations influençant ainsi la transparence et la souplesse des films. Des tests de potentiel méthanogène (500 mL) ont été menés pour évaluer la biodégradabilité des combinaisons en condition de méthanisation (Holliger et al., 2016).Au total, 26 formulations de bioplastiques ont été élaborées et soumises à une dégradation anaérobie en condition mésophile. Les résultats révèlent des cinétiques de dégradation et des potentiels méthanogènes variables selon les formulations. Par exemple, l’incorporation de microalgues dans un bioplastique à base de PHS permet de multiplier par environ six la production de méthane, passant de 38 à 268 Nm³CH₄·tMO⁻¹. L’optimisation des formulations, notamment par l’ajout d’additifs, de texturants et de colorants, permettra de concevoir une première version de sacs biodégradables, adaptés à la collecte des biodéchets et entièrement méthanisable
Brewer's spent grain and crude glycerol: Sustainable substrates for 2-phenylethanol production by Yarrowia lipolytica.
No full textInternational audienceThe development of natural, efficient, and cost-effective methods for producing the aromatic alcohol 2-phenylethanol (2-PE) is necessary. 2-PE, characterized by a rosy scent, is widely used in the cosmetic, pharmaceutical, and food industries. It is commonly utilized as a flavoring agent in desserts, baked goods, and beverages, enhancing the overall flavor with fruity, honeyed, creamy, and caramelized notes. In this study, the optimization of 2-PE production through fermentation of the yeast Yarrowia lipolytica on brewer's spent grain (BSG) was examined using a central composite design. The impact of crude glycerol (CG) and yeast extract (YE) on 2-PE production were investigated. A prerequisite for utilizing BSG as a substrate is the hydrolysis of its complex components, primarily starch. This was achieved by transforming the amyloglucosidase (AMG) gene into the genome of Y. lipolytica. Fermentations were carried out in 500 mL baffled Erlenmeyer flasks with a working volume of 100 mL. Optimally, 1.52 g/L of 2-PE was produced after 168 h fermentation in a medium containing 2.87 g/L yeast extract and 45.9 g/L crude glycerol in BSG
ODD-Based Long-Term Decision-Making for Intelligent Vehicles
No full textInternational audienceIn complex environments, Intelligent Vehicles (IVs) require reliable decision-making to ensure safe and efficient navigation. To guarantee the proper operation of the IV, it must operate within its Operational Design Domain (ODD). This means that, in a specific context, the vehicle must have the necessary capabilities to guarantee the efficient and robust working of its functions. Current decision-making approaches primarily address dynamic constraints but often fail to consider the full vehicle's ODD. When the ODD is considered, it is monitored to make only an immediate decision. For instance, if it starts raining, the vehicle decides to reduce speed and increase the following distance to ensure safe braking on wet roads. However, neglecting future long-term states could lead the vehicle to an imminent departure from its ODD, and this could increase the appearance of risky situations. This paper presents a decision-making architecture, focused on the tactical level, designed to address these gaps. By evaluating the vehicle's ODD across both current and future states, the proposed framework constructs a reachable horizon that supports longterm decision-making. The proposed architecture, called ODDaptive, formalizes the decision-making process as a Markov Decision Process (MDP), enabling a systematic analysis of vehicle capabilities and reachable states confined to the vehicle's ODD. By focusing on long-term decision-making, this approach ensures IVs to remain functional, adaptable, and safe even under dynamic and evolving conditions, supporting a reliable autonomy of IV
Modélisation multi-agents de l'ergonomie d'accès aux ressources en modes durables : le cas de l'Eurométropole de Strasbourg
No full textInternational audienceSince the 1980s, many cities, particularly in Europe and France, have adopted policies aimed at reducing transport-related nuisances, especially those generated by the private car. In this context, the Eurometropole de Strasbourg has implemented a series of measures to limit car use and promote more sustainable modes of transport. These policies have resulted in the development of the public transport network, the creation of infrastructure dedicated to active modes of transport (walking, cycling) and the introduction of urban planning focused on a “metropolis of proximities”, encouraging sustainable mobility throughout the territory.At the same time, the Eurometropole has introduced restrictive measures targeting motorised mobility, in particular internal combustion vehicles. Today, all 33 communes are covered by a Low Emission Mobility Zone, with the exception of transit routes. In addition, a policy to support the energy transition is encouraging the adoption of electric vehicles, including electrically assisted bicycles, through purchase subsidies and the development of recharging networks.The central question that emerges is therefore to what extent the Eurometropole enables its residents to access the resources they need for their daily lives in optimum conditions (comfort, urban environment, choice and alternatives, diversity) and at the lowest cost (monetary, energy, environmental, effort, risk), while using sustainable modes of transport. To address this issue, spatial ergonomics (Saint-Gérand, 2002) and, more specifically, access ergonomics, which is an approach through the prism of mobility (Hached, 2009), provide a relevant framework for analysis. This approach assesses conditions of access to resources by looking beyond journey times, simultaneously integrating various indicators relating to the quality of infrastructure (pedestrian facilities, safety, comfort, environment) and the specific characteristics of modes of transport (active, shared, motorised, intermodal).The interest in mobility conditions is based on the assumption that a quality environment favours sustainable modes of transport, particularly active modes. Mobility behaviour, particularly route choice, is influenced by a combination of criteria such as safety, comfort and the environment (Piombini, 2013 and Maghelal and Capp, 2011). Ergonomics of access integrates these factors to produce a synthetic score, ranging from 0 to 100 and derived from several sub-indicators, thus making it possible to identify socio-spatial inequalities in terms of access to the resources of daily life.However, previous studies (Saint-Gérand et al., 2021) have shown that the ergonomics of access to resources varied significantly within the Eurometropole, while being limited by the failure to take into account new forms of mobility that have since been democratised, such as electric vehicles and micromobility. Although shared scooters have not been deployed in Strasbourg, the rise of micromobility and intermodality means that the analyses need to be revised to take account of these new variables. Activity-based models are used to analyse accessibility at the neighbourhood level (Somranath et al., 2025), quantifying the rate of trips satisfying a time or distance criterion (trip completion rate). However, the approach does not deal with the safety and comfort conditions in which the trip was made, which are constituent elements of the ergonomics of access. The aim of this study is to bring greater realism and precision to an assessment whose effectiveness has already been demonstrated. To achieve this, a new methodology has been adopted in order to overcome certain limitations raised in previous work.The analysis of the ergonomics of access is now based on multi-agent modelling, making it possible to simulate mobility behaviour on the basis of detailed socio-spatial profiles. Unlike the approach of Hached (2019), which considered the needs of the population as uniform, this study takes into account the diversity of the socio-economic and demographic profiles of the inhabitants at a fine scale (200 × 200 m). These profiles are integrated into a multi-agent model whose calculations feed into a geographic information system. The latter is used to assess the conditions of access to resources by different modes of transport (active, shared, motorised and intermodal), based on the routes produced by the multi-agent model. Journeys are analysed in the context of activity chains, where each activity (work, leisure, services) is interconnected. The ergonomics of access is assessed according to the modes of transport used, including micromobility and public transport. The model also takes into account the availability schedules of transport resources and services, enabling any inconsistencies in the synchronisation of services to be identified. This approach provides a more detailed analysis of the impact of these inconsistencies on the ergonomics of access.The ergonomics of access study is based on open geographical and statistical data covering the Eurometropole de Strasbourg, such as the BPE, the SIRENE register and the BD TOPO®. It also incorporates data collected locally. The synthetic population is generated using the eqasim tool (Hörl and Balac, 2021), while user profiles are adjusted on the basis of socio-demographic data and the results of mobility surveys. The aim is to develop a tool for generating a summary score of the ergonomics of access for each inhabited area of the region, offering a precise visualisation of socio-spatial inequalities in terms of accessibility and its conditions. This score will be broken down by the indicators of which it is composed (journey time, safety, comfort, etc.) and by mode of transport (active, shared, motorised, intermodal), enabling a detailed comparison between the different areas of the Eurometropole. The results can then be compared with public policies on sustainable mobility. It will also be used as a decision-making tool to better target the actions needed to improve the ergonomics of access to resources, while reducing inequalities in access to resources for residents. In the future, this tool will be able to further develop the energy aspect, in particular to better take into account the impact of the energy transition on the ergonomics of access.Depuis les années 1980, de nombreuses métropoles, notamment en Europe et en France, ont adopté des politiques visant à réduire les nuisances liées aux transports, en particulier celles générées par l'automobile individuelle. Dans ce contexte, l'Eurométropole de Strasbourg a mis en œuvre une série de mesures pour limiter l'usage de la voiture et promouvoir des modes de transport plus durables. Ces politiques se sont traduites par le développement du réseau de transports en commun, l'aménagement d'infrastructures dédiées aux modes actifs (marche, vélo) et la mise en place d'un urbanisme axé sur une « métropole des proximités », favorisant une mobilité durable sur l'ensemble du territoire. En parallèle, l'Eurométropole a introduit des mesures restrictives ciblant la mobilité motorisée, en particulier les véhicules thermiques. Aujourd'hui, l'ensemble des 33 communes est couvert par une Zone à Faibles Émissions mobilité, à l'exception des axes de transit. En outre, une politique de soutien à la transition énergétique encourage l'adoption de véhicules électriques, y compris les vélos à assistance électrique, grâce à des subventions à l'achat et le développement de réseau de recharge. La question centrale qui émerge est donc de savoir dans quelle mesure l'Eurométropole permet à ses habitants d'accéder efficacement aux ressources nécessaires à leur vie quotidienne dans des conditions optimales (confort, environnement urbain, choix et alternatives, diversité) et au moindre coût (monétaire, énergétique, environnemental, effort, risque), tout en utilisant des modes de déplacement durables. Pour répondre à cette problématique, l'ergonomie spatiale (Saint-Gérand, 2002) et plus particulièrement l'ergonomie d'accès qui en constitue une approche par le prisme de la mobilité (Hached, 2009), constituent un cadre d'analyse pertinent. Cette approche évalue les conditions d'accès aux ressources en allant au-delà du temps de parcours, en intégrant simultanément divers indicateurs liés à la qualité des infrastructures (aménagements piétons, sécurité, confort, environnement) et aux spécificités des modes de transport (actifs, partagés, motorisés, intermodaux). L'intérêt porté aux conditions de mobilité repose sur l'hypothèse qu'un environnement de qualité favorise les modes de transport durables, en particulier les modes actifs. Les comportements de mobilité, notamment les choix d'itinéraires, sont influencés par une combinaison de critères tels que la sécurité, le confort et l'environnement (Piombini, 2013 et Maghelal et Capp, 2011). L'ergonomie d'accès intègre ces facteurs pour produire un score synthétique, compris entre 0 et 100 et issu de plusieurs sous-indicateurs, permettant ainsi d'identifier les inégalités socio-spatiales en matière d'accès aux ressources de la vie quotidienne. Cependant, les études précédentes (Saint-Gérand et al., 2021) ont montré que l'ergonomie d'accès aux ressources variait significativement au sein de l'Eurométropole, tout en étant limitées par l'absence de prise en compte des nouvelles formes de mobilité démocratisées depuis, telles que les véhicules électriques et les engins de déplacement personnels motorisés (EDPM). Bien que les trottinettes partagées ne soient pas déployées à Strasbourg, l'essor des EDPM et de l'intermodalité nécessite une révision des analyses pour intégrer ces nouvelles variables. Les modèles basés sur les activités sont employés pour l'analyse de l'accessibilité à l'échelle des quartiers (Somranath et al., 2025) avec une quantification du taux de déplacements satisfaisant un critère de temps ou de distance (trip completion rate), l'approche ne traite cependant pas des conditions de sécurité et de confort dans lesquelles ce déplacement a été fait qui sont des éléments constituants de l'ergonomie d'accès. L'objectif de cette étude est d'apporter davantage de réalisme et de précision à une évaluation dont l'efficacité a déjà été démontrée. Pour cela, une nouvelle méthodologie a été adoptée afin de dépasser certaines limites soulevées dans des travaux antérieurs. L'analyse de l'ergonomie d'accès s'appuie désormais sur une modélisation multi-agents, permettant de simuler les comportements de mobilité à partir de profils socio-spatiaux détaillés. Contrairement à l'approche de Hached (2019), qui considérait les besoins de la population comme uniformes, cette étude prend en compte la diversité des profils socio-économiques et démographiques des habitants à une échelle fine (200 × 200 m). Ces profils sont intégrés dans un modèle multi-agents dont les calculs alimentent un système d'information géographique. Ce dernier est utilisé pour évaluer les conditions d'accès aux ressources selon différents modes de transport (actifs, partagés, motorisés et intermodaux), à partir des itinéraires produits par le modèle multi-agents. Les déplacements sont analysés dans le cadre de chaînes d'activités, où chaque activité (travail, loisirs, services) est interconnectée. L'ergonomie d'accès est évaluée en fonction des modes de transport utilisés, y compris les EDPM (Engins de Déplacement Personnel Motorisés) et les transports en commun. Le modèle prend également en compte les horaires de disponibilité des ressources et des services de transport, ce qui permet d'identifier d'éventuelles incohérences dans la synchronisation des services. Cette approche offre ainsi une analyse plus fine de l'impact de ces incohérences sur l'ergonomie d'accès. L'étude de l'ergonomie d'accès s'appuie sur des données géographiques et statistiques ouvertes couvrant l'Eurométropole de Strasbourg, telles que la BPE, le répertoire SIRENE et la BD TOPO®. Elle intègre également des données collectées localement. La population synthétique est générée à l'aide de l'outil eqasim (Hörl et Balac, 2021), tandis que les profils d'usagers sont ajustés sur la base de données socio-démographiques et des résultats des enquêtes de mobilité. L'objectif est de développer un outil pour de générer un score synthétique de l'ergonomie d'accès pour chaque maille habitée du territoire, offrant une visualisation précise des inégalités socio-spatiales en matière d'accessibilité et de ses conditions. Ce score sera détaillé en fonction des indicateurs qui le composent (temps de parcours, sécurité, confort, etc.) ainsi que par mode de transport (actif, partagé, motorisé, intermodal), permettant une comparaison fine entre les différentes zones de l'Eurométropole. Les résultats pouvant être confronté aux politiques publiques en matière de mobilité durable. Il servira également de levier d'aide à la décision pour mieux cibler les actions nécessaires à l'amélioration de l'ergonomie d'accès aux ressources tout en réduisant les inégalités d'accès aux ressources pour les habitants. À l'avenir, cet outil pourra développer davantage l'aspect énergétique, notamment pour mieux prendre en compte l'impact de la transition énergétique sur l'ergonomie d'accès