The transition to electric vehicles (EV) is already well underway. The technologies for EV modules, such as electric motors, power electronics, batteries, and regenerative braking systems, are rapidly improving. However, some of the main obstacles include weak autonomy, long charging time, lack of charging infrastructure and high purchase costs. Thus, several research works have been oriented towards enhancing EV autonomy. In particular, high energy density single-source (mainly battery) and hybrid multi-sources EV that combine several sources with complementary characteristics (battery, supercapacitor, fuel cell) are under development. The challenge today is to design a reliable, stable and ecological powertrain with a hybrid energy storage system associated with an intelligent real-time energy management strategy. On the other hand, the autonomous vehicle (AV) in under intensive development to improve road safety and to release the driver. Several studies are proposed to deal with decision-making and trajectory planning for AV. However, these studies are often treated independently of energy aspects, while autonomous and connected vehicles have a significant potential for reducing energy consumption. The decision step is coupled with the control of the vehicle dynamics in order to follow the selected trajectory while guaranteeing stability and comfort. The control of the vehicle could be divided into high-level and low-level, and depends on the actuators structure of the EV. EV can be driven by one centralized motor or by distributed motors in the wheels. With distributed in-wheel motors, vehicle stability and handling is enhanced because of the rapid and precise independent control of the driving and steering torques on each wheel. In addition, the redundant actuators can be used to achieve multiple control targets. This project considers full electric vehicles with four distributed in-wheel motors. To improve EV autonomy and efficiency, the power supply system is composed of three different kinds of power sources: battery, fuel cell, and ultracapacitors. The energy efficiency of a vehicle is a determinant of its operational cost and environmental impact. In this context, this research work proposes to study energy saving at three levels of the autonomous in-wheels EV, ranging from the decision-making level of the AV to the level of hybridization while considering the control for a safe, stable, comfortable, and economical driving. These levels are often treated independently in the literature while strong interactions actually link them. The objectives at different levels can be summarized by the following: Objectives of level 1 on decision making and trajectory planning: ● Detect the driving zone; and plan a local path and a speed profile, ● Respect the driving code, the dynamic constraints of the vehicle (comfort, stability) and avoid fixed / mobile obstacles, ● Take into account uncertainties (perception, intention of others, occlusions, etc.), ● Consider the criterion of energy consumption. Objectives of level 2 on vehicle dynamics high-level control: ● Develop Global Chassis Control (GCC) to improve stability, maneuverability and comfort, ● Follow a trajectory and a reference speed, ● Control the actuators: the steering and the 4 independent in-wheel motors, ● Reduce energy consumption by applying a suitable distribution of the forces at the wheels level. Objectives of level 3 on electric vehicle low-level multi-sources control: ● Development of real-time EMS to meet power demands, ● Taking into account the dynamics, SOC and SOH of sources, ● Improvement of the lifespan of sources, ● Robust converter control, and minimization of electrical losses in the traction chain. Moreover, the different developments and the global architecture composed of the three combined levels will be validated on the experimental platforms of the partners, in order to evaluate the global energy efficiency of the proposed approaches.

The objective of the project is to improve the detection and mechanical characterization of the sources of the weak strain signals caused by transient instability of fault zones, which are sometimes precursory to large seismic ruptures. For this, we will take advantage of the optical interferometry technology Fabry-Perot that our team (ESEO, IPGP and ENS) has developed in the last 10 years for high resolution optical instruments (long base tiltmeter, seismometer, and strainmeter), and will evaluate their advantages over commercial instruments. Two very active seismogenic pilot sites are selected, on the science and monitoring of which the proponents have been much involved: (1), the western rift of Corinth, focusing here on the pore pressure and slow slip instabilities of the fault system, a site monitored since 2000 by the Corinth Rift Laboratory (CRL), involving in particular IPGP and ENS. ; (2), inside a deep, active mine in Sweden, in Garpenberg (BOLIDEN mine), for reaching the neighbourhood of repeating seismic asperities of metric dimension, frequently cycled (« repeaters »), around 1100 m in depth, a site monitored for the last 6 years by INERIS. The optical long base tiltmeter and seismometer have been already qualified, the former at the top of the La Soufrière volcano in Guadeloupe, the latter at CERN. The optical strainmeter remains to be developed, on the basis of a buried, sensitive decametric fiber, integrating the rock strain, more suitable on the field than classical measurements with Bragg grating systems, limited to decimetric integrations. First tests with the ESEO interrogator allows us to aim at a resolution better than 10 nanostrain, resolving the earth tide. In Corinth, the long base tiltmeter will be installed in a tunnel, associated to an optical strainmeter, in the vicinity of the Psathopyrgos fault, the most threatening of the site. Another strainmeter will be cemented in a borehole. The optical seismometer will be installed in a 200 m deep borehole. During the 3 years of the project, dozens of seismic swarms are expected at less than 10 km, with possibly detectable episodes of transient deformation. The records will be jointly analyzed with those of CRL (GNSS, InSAR, borehole strainmeters, seismic array), using correlation and A.I., and the source of the strain signals will be modelled. In Garpenberg, a first installation plans 500 m of optic cable in galleries close to the repeater families (less than 20 m), for an interrogation by commercial systems DAS and BOTDR, complemented by seismometers, for determining the precise location of the activated apserities. A second installation plans to focus on one or a few repeaters, to get very close to them (a few meters) thanks to small boreholes equipped with optical fibers for our strainmeter prototype and for the BOTDR. These instruments will be in operation until the end of the project. All these measures will be jointly analyzed, integrating the geological information from the drillings, and with A.I. tools. The rupture cycle of one asperity will be analyzed and modelled by friction laws on the fault. The rythm of rupture of these asperities (days-months), guarantees the recording of several complete cycles, possibly including phases of unstabilities, or even of rupture initiation or nucleation. This project will bring new knowledge on the mechanics of deformation and on the seismic hazard of the two sites. It will also bring generic knowledge on the seismic-aseismic coupling of fault systems. The validation of the capabilities of our instruments should favour their use for the geomonitoring in academic (obsevatories for seismicity, vonclaoes, offhsore,…) as well as industrial sector (mines, georeservoirs, deep geothermy, …).