## 4 Experiments
### Power Consumption and Regeneration  
Related work has focused on pure ICEV or hybrid vehicles. They measure the performance of their EAD systems based on fuel savings and time to completion. We are proposing techniques for CEV. Thus, the power efficiency of the rule- and FIS-based systems is an additional metric used to evaluate the performance of the proposed EAD controllers. The following parameters have been chosen to provide better insight: average power (\(\overline{P}\)), braking/motoring power ratio (\(\overline{P}_{r}\)), and the motoring (\(\eta_{mot}\)) and regenerative (\(\eta_{reg}\)) efficiencies. The average power is an algebraic mean of the instantaneous power \(P\) in a time \(t\). The constant sampling time \(t_{s}\) (Table 3) allows this computation to be valid. \[\overline{P}=\frac{1}{T}\sum_{t=0}^{T}P_{t} \tag{21}\]  
The regeneration/motoring power ratio provides information on how many instants of the drive cycle were destined to reduce or increment the speed of the CEV and how much power could be restored. \[\overline{P}_{r}=\frac{\overline{P}_{brake}}{\overline{P}_{mot}} \tag{22}\]  
Power consumption and restoration depend on the initial conditions of the tests and the rationale used to design the longitudinal control system. The performance of the rule- and FIS-based systems can be found in Tables 5 and 6, respectively. They relate the initial conditions of \(L_{s}\), \(t_{i}\), and \(\dot{x}_{i}\) with the mechanical and electrical average motoring (\(\overline{P}_{mot}\)) and regeneration (\(\overline{P}_{reg}\)) power with their corresponding \(\overline{P}_{r}\) and their efficiencies \(\eta_{reg}\) and \(\eta_{mot}\). The rule-based longitudinal system has consistent performance when it enters the intersection at the beginning of the green light \(t=(0,10],L_{s}\in\) green. Regardless of the initial speed, the \(\overline{P}_{mot}\) of the system is consistent in both mechanical and electrical systems. On the other hand, \(\overline{P}_{reg}\) decreases uniformly as the speed increases because of the adopted strategy of crossing the junction as soon as possible. It can be noted that \(\eta_{mot}\) increases linearly with \(\dot{x}_{i}\), whereas \(\eta_{reg}\) remains constant. A similar behavior can be found in the FIS-based system. However, \(\overline{P}_{r}\) is almost doubled at low speeds, increased by a half on medium speeds and greater than 15% at high speeds when compared with the rule-based performance. The motoring and regeneration efficiencies show an almost identical operation to the ones in the other system but with higher values. For \(t=[10,16],L_{s}\in\) green segment or late green at the traffic light, there is constant power consumption at medium and high initial speeds and lower power consumption for slow speed in the rule-based system. That behavior is found to be inverse for the FIS. Slow and medium speeds show the constant and higher use of power for high velocity. Regeneration of power proportional to \(\dot{x}_{i}\) can be spotted in both controllers. The FIS regenerates from two to three times the power of the rule-based system. Up to 60% of the consumed electrical power can be restored by the CEV. The \(\eta_{mot}\) value is almost constant  
Figure 10: Performance metrics for test 3.  
in both systems, with higher efficiency in the FIS, while \(\eta_{reg}\) increases in both cases, with better power usage for the FIS. A new behavior is found during the yellow light or \(t=(16,20],L_{s}\in\) yellow for the rule-based system. Power consumption and regeneration increase linearly with \(\hat{x}_{i}\). Immediate CC navigation causes a very small \(\overline{P}_{r}\) for low speeds. On the other hand, medium and high speeds require an initial brake to avoid crossing the intersection during \(L_{s}=\) red and encourage CC. This implies an increasing \(\overline{P}_{r}\).