GESTION TEMPS REEL D’UN RESEAU D’ASSAINISSEMENT BASEE SUR LA SIMULATION D'UN MODELE CONTINU

Colloque avec actes et comité de lecture. internationale.International audience"Les outils actuels de gestion en temps réel des réseaux s’appuient sur deux outils logiciels : les logiciels de prévision météorologique et les logiciels de simulation hydraulique. L’usage des premiers est une cause importante d’imprécision et d’incertitude, l’usage des seconds oblige à des pas temporels de décision importants du fait de leur besoin en temps de calcul. Cette façon de procéder fait que les résultats obtenus sont généralement éloignés de ceux attendus.L’idée force du projet CARDIO est de changer de paradigme de base en abordant la problématique par la face « automatique » plutôt que par celle « hydrologie ». L’objectif est de rendre possible la réalisation d’un grand nombre de simulations en des temps très courts (quelques secondes) permettant de se passer des prévisions météorologiques en utilisant directement les données pluviométriques recueillies en temps réel. L’objectif est de parvenir à un système où la prise de décision est réalisée à partir de données fiables et où la correction de l’erreur est permanente.Les premiers résultats obtenus à partir d'une simulation d'un exemple test montrent l'efficacité de l’approche développée.

Métaheuristiques pour la résolution de problème de covoiturage régulier de grande taille et d'une extension

La dispersion spatiale de l'habitat et des activités de ces dernières décennies a fortement contribué à un allongement des distances et des temps de trajets domicile-travail. Cela a pour conséquence un accroissement de l'utilisation des voitures particulières, notamment au sein et aux abords des grandes agglomérations. Afin de réduire les impacts dus à l'augmentation du trafic routier, des services de covoiturage, où des usagers ayant la même destination se regroupent en équipage pour se déplacer, ont été mis en place partout dans le monde. Nous présentons ici nos travaux sur le problème de covoiturage régulier. Dans cette thèse, le problème de covoiturage régulier a été modélisé et plusieurs métaheuristiques de résolution ont été implémentées, testées et comparées. La thèse est organisée de la façon suivante: tout d'abord, nous commençons par présenter la définition et la description du problème ainsi que le modèle mathématique associé. Ensuite, plusieurs métaheuristiques pour résoudre le problème sont présentées. Ces approches sont au nombre de quatre: un algorithme de recherche locale à voisinage variable, un algorithme à base de colonies de fourmis, un algorithme génétique guidée et un système multi-agents génétiques auto-adaptatif. Des expériences ont été menées pour démontrer l'efficacité de nos approches. Nous continuons ensuite avec la présentation et la résolution d'une extension du problème de covoiturage occasionel comportant plusieurs destinations. Pour terminer, une plate-forme de test et d'analyse pour évaluer nos approches et une plate-forme de covoiturage sont présentées dans l'annexe.Nowadays, the increased human mobility combined with high use of private cars increases the load on environment and raises issues about quality of life. The extensive use of private cars lends to high levels of air pollution, parking problem, traffic congestion and low transfer velocity. In order to ease these shortcomings, the car pooling program, where sets of car owners having the same travel destination share their vehicles, has emerged all around the world. We present here our research on the long-term car pooling problem. In this thesis, the long-term car pooling problem is modeled and metaheuristics for solving the problem are investigated. The thesis is organized as follows. First, the definition and description of the problem as well as its mathematical model are introduced. Then, several metaheuristics to effectively and efficiently solve the problem are presented. These approaches include a Variable Neighborhood Search Algorithm, a Clustering Ant Colony Algorithm, a Guided Genetic Algorithm and a Multi-agent Self-adaptive Genetic Algorithm. Experiments have been conducted to demonstrate the effectiveness of these approaches on solving the long-term car pooling problem. Afterwards, we extend our research to a multi-destination daily car pooling problem, which is introduced in detail manner along with its resolution method. At last, an algorithm test and analysis platform for evaluating the algorithms and a car pooling platform are presented in the appendix.ARRAS-Bib.electronique (620419901) / SudocSudocFranceF

Conception des chaînes logistiques multicritères avec prise en compte des incertitudes

Les modèles de conception des chaînes logistiques sont devenus de plus en plus complexes, à cause de l'environnement économique incertain et l'introduction de nouveaux critères de décision tels que : l'aspect environnemental, l'aspect social, l'aspect législatif, l'aspect économique, la satisfaction du client et la prise en compte des risques. Répondre aux changements qui touchent les chaînes logistiques exige de composer avec des incertitudes et des informations incomplètes. Configurer des chaînes logistiques multicritères avec prise en compte des incertitudes peut garantir la continuité des activités de l'entreprise.L'objectif principal de cette thèse est la conception de chaînes logistiques multicritères qui résistent aux changements et l'instabilité des marchés. Le manuscrit de cette thèse s'articule autour de sept principaux chapitres:1 - introduction.2 - Etat de l'art sur la conception des chaînes logistiques.3 -Conception des chaînes logistiques multicritères en mesure de répondre aux nouveauxcritères économiques, sociaux, environnementaux et législatifs.4 - Conception des chaînes logistiques multi-objectifs.5 - Développement d'une heuristique de résolution des problèmes de conception deschaînes logistiques de taille réelle.6 - Conception des chaînes logistiques avec prise en compte des incertitudes.7 - Conclusions et perspectives.This thesis contributes to the debate on how uncertainty and concepts of sustainable development can be put into modern supply chain network and focuses on issues associated with the design of multi-criteria supply chain network under uncertainty. First, we study the literature review , which is a review of the current state of the art of Supply Chain Network Design approaches and resolution methods. Second, we propose a new methodology for multi-criteria Supply Chain Network Design (SCND) as well as its application to real Supply Chain Network (SCN), in order to satisfy the customers demand and respect the environmental, social, legislative, and economical requirements. The methodology consists of two different steps. In the first step, we use Geographic Information System (GIS) and Analytic Hierarchy Process (AHP) to buildthe model. Then, in the second step, we establish the optimal supply chain network using Mixed Integer Linear Programming model (MILP). Third, we extend the MILP to a multi-objective optimization model that captures a compromisebetween the total cost and the environment influence. We use Goal Programming approach seeking to reach the goals placed by Decision Maker. After that, we develop a novel heuristic solution method based on decomposition technique, to solve large scale supply chain network design problems that we failed to solve using exact methods. The heuristic method is tested on real case instances and numerical comparisons show that our heuristic yield high quality solutions in very limited CPU time. Finally, again, we extend the MILP model presented before where we assume that the costumer demands are uncertain. We use two-stage stochastic programming approach to model the supply chain network under demand uncertainty. Then, we address uncertainty in all SC parameters: opening costs, production costs, storage costs and customers demands. We use possibilistic linear programming approach to model the problem and we validate both approaches in a large application case.ARRAS-Bib.electronique (620419901) / SudocSudocFranceF

Wide Maritime Area Airborne Surveillance (WIMAAS) WP5 Final Report

This report of WIMA2S Work Package 5 (WP5), describes the definition, planning, execution and evaluation of the WIMA2S UAS flight experiment. The main aim of the WIMA2S project consists of developing key technologies to prepare the future for the operational use of Unmanned Aerial Systems (UAS), innovative mission aircraft and space assets, as key building blocks integrated in a System of Systems approach. WIMA2S takes into account the current operational user requirements and the needs to develop strong European capabilities in the fields of maritime policy, integrated border management and security R&T, identified as top priorities by the EU. The main objectives of WP5 comprised the definition and performance of a UAS flight experiment based on one of the maritime surveillance scenarios elaborated in task WP2.2, the illustration of a complete information flow of the planning of a multi-sensor/multi-platform surveillance mission and the remote control concept for mission system. The UAS flight experiment has successfully illustrated the remote control of a maritime surveillance system using different scenarios derived from the end-users requirements/needs identified in WP2. The experiment was carried out at El Arenosillo airbase, in Huelva, Spain in close cooperation with Guardia Civil, INTA (Instituto Nacional de Técnica Aeroespacial) and ISDEFE (Ingeniería de Sistemas para la Defensa de España). The UAS flight experiment comprised the following sequence of events. The Command and Control Centre at INTA airbase tasked the UAS for a routine maritime surveillance flight. During the UAS flight, Guardia Civil deployed a small rubber boat. The boat was detected by the Huelva SIVE station through its coastal radar and camera. The Guardia Civil classified the non-identified target as a potential non-cooperative target and tasked the UAS for an investigation flight. The UAS flew to the area where the non-cooperative target was detected by the SIVE station and detected and classified the non-identified target as a small rubber boat (Tiger type) and sent the video of the target to the Command and Control Centre via Satellite communications. The UAS tracked the target for a while to collect additional information and try to identify it. A complete information flow of the planning of a multi-sensor/multi-platform surveillance mission has also been illustrated. All WP5 objectives have been fully achieved according to the planned.JRC.G.4-Maritime affair

Measurement of the cross-section and charge asymmetry of WW bosons produced in proton-proton collisions at s=8\sqrt{s}=8 TeV with the ATLAS detector

This paper presents measurements of the $W^+ \rightarrow \mu^+\nu$ and $W^- \rightarrow \mu^-\nu$ cross-sections and the associated charge asymmetry as a function of the absolute pseudorapidity of the decay muon. The data were collected in proton--proton collisions at a centre-of-mass energy of 8 TeV with the ATLAS experiment at the LHC and correspond to a total integrated luminosity of 20.2~\mbox{fb^{-1}}. The precision of the cross-section measurements varies between 0.8% to 1.5% as a function of the pseudorapidity, excluding the 1.9% uncertainty on the integrated luminosity. The charge asymmetry is measured with an uncertainty between 0.002 and 0.003. The results are compared with predictions based on next-to-next-to-leading-order calculations with various parton distribution functions and have the sensitivity to discriminate between them.Comment: 38 pages in total, author list starting page 22, 5 figures, 4 tables, submitted to EPJC. All figures including auxiliary figures are available at https://atlas.web.cern.ch/Atlas/GROUPS/PHYSICS/PAPERS/STDM-2017-13

Evidence for the Higgs-boson Yukawa coupling to tau leptons with the ATLAS detector

Results of a search for H → τ τ decays are presented, based on the full set of proton-proton collision data recorded by the ATLAS experiment at the LHC during 2011 and 2012. The data correspond to integrated luminosities of 4.5 fb−1 and 20.3 fb−1 at centre-of-mass energies of √s = 7 TeV and √s = 8 TeV respectively. All combinations of leptonic (τ → `νν¯ with ` = e, µ) and hadronic (τ → hadrons ν) tau decays are considered. An excess of events over the expected background from other Standard Model processes is found with an observed (expected) significance of 4.5 (3.4) standard deviations. This excess provides evidence for the direct coupling of the recently discovered Higgs boson to fermions. The measured signal strength, normalised to the Standard Model expectation, of µ = 1.43 +0.43 −0.37 is consistent with the predicted Yukawa coupling strength in the Standard Model

Measurements of fiducial and differential cross sections for Higgs boson production in the diphoton decay channel at s√=8 TeV with ATLAS

Measurements of fiducial and differential cross sections are presented for Higgs boson production in proton-proton collisions at a centre-of-mass energy of s√=8 TeV. The analysis is performed in the H → γγ decay channel using 20.3 fb−1 of data recorded by the ATLAS experiment at the CERN Large Hadron Collider. The signal is extracted using a fit to the diphoton invariant mass spectrum assuming that the width of the resonance is much smaller than the experimental resolution. The signal yields are corrected for the effects of detector inefficiency and resolution. The pp → H → γγ fiducial cross section is measured to be 43.2 ±9.4(stat.) − 2.9 + 3.2 (syst.) ±1.2(lumi)fb for a Higgs boson of mass 125.4GeV decaying to two isolated photons that have transverse momentum greater than 35% and 25% of the diphoton invariant mass and each with absolute pseudorapidity less than 2.37. Four additional fiducial cross sections and two cross-section limits are presented in phase space regions that test the theoretical modelling of different Higgs boson production mechanisms, or are sensitive to physics beyond the Standard Model. Differential cross sections are also presented, as a function of variables related to the diphoton kinematics and the jet activity produced in the Higgs boson events. The observed spectra are statistically limited but broadly in line with the theoretical expectations

Search for squarks and gluinos in events with isolated leptons, jets and missing transverse momentum at s√=8 TeV with the ATLAS detector

The results of a search for supersymmetry in final states containing at least one isolated lepton (electron or muon), jets and large missing transverse momentum with the ATLAS detector at the Large Hadron Collider are reported. The search is based on proton-proton collision data at a centre-of-mass energy s√=8 TeV collected in 2012, corresponding to an integrated luminosity of 20 fb−1. No significant excess above the Standard Model expectation is observed. Limits are set on supersymmetric particle masses for various supersymmetric models. Depending on the model, the search excludes gluino masses up to 1.32 TeV and squark masses up to 840 GeV. Limits are also set on the parameters of a minimal universal extra dimension model, excluding a compactification radius of 1/R c = 950 GeV for a cut-off scale times radius (ΛR c) of approximately 30

Search for squarks and gluinos with the ATLAS detector in final states with jets and missing transverse momentum using √s=8 TeV proton-proton collision data

A search for squarks and gluinos in final states containing high-p T jets, missing transverse momentum and no electrons or muons is presented. The data were recorded in 2012 by the ATLAS experiment in s√=8 TeV proton-proton collisions at the Large Hadron Collider, with a total integrated luminosity of 20.3 fb−1. Results are interpreted in a variety of simplified and specific supersymmetry-breaking models assuming that R-parity is conserved and that the lightest neutralino is the lightest supersymmetric particle. An exclusion limit at the 95% confidence level on the mass of the gluino is set at 1330 GeV for a simplified model incorporating only a gluino and the lightest neutralino. For a simplified model involving the strong production of first- and second-generation squarks, squark masses below 850 GeV (440 GeV) are excluded for a massless lightest neutralino, assuming mass degenerate (single light-flavour) squarks. In mSUGRA/CMSSM models with tan β = 30, A 0 = −2m 0 and μ > 0, squarks and gluinos of equal mass are excluded for masses below 1700 GeV. Additional limits are set for non-universal Higgs mass models with gaugino mediation and for simplified models involving the pair production of gluinos, each decaying to a top squark and a top quark, with the top squark decaying to a charm quark and a neutralino. These limits extend the region of supersymmetric parameter space excluded by previous searches with the ATLAS detector

Search for direct stau production in events with two hadronic tau-leptons in root s=13 TeV pp collisions with the ATLAS detector

A search for the direct production of the supersymmetric partners ofτ-leptons (staus) in final stateswith two hadronically decayingτ-leptons is presented. The analysis uses a dataset of pp collisions corresponding to an integrated luminosity of139fb−1, recorded with the ATLAS detector at the LargeHadron Collider at a center-of-mass energy of 13 TeV. No significant deviation from the expected StandardModel background is observed. Limits are derived in scenarios of direct production of stau pairs with eachstau decaying into the stable lightest neutralino and oneτ-lepton in simplified models where the two staumass eigenstates are degenerate. Stau masses from 120 GeV to 390 GeV are excluded at 95% confidencelevel for a massless lightest neutralino