Data-Gouv-ML/pcri-informations-sur-les-projets-laureats huggingface dataset:
autoNomous, self-Learning, OPTImal and compLete Underwater Systems (NOPTILUS)

Framework: FP7 — Cooperation
Programme: Information and Communication Technologies
Destination: Cognitive systems, interaction, robotics
Action type: Collaborative project
Countries involved: Greece,Portugal,Switzerland,Netherlands,United Kingdom,France,Greece
Call:  (FP7-ICT-2009-6, 2009)
Start date: 2011-04-01
End date: 2015-06-30
Duration (months): 51.0
Total project cost (EUR): 5012055.0
EU funding (EUR): 3779711.0
Participants: 9
Project status: CLOSED

Current multi-AUV systems are far from being capable of fully autonomously taking over real-life complex situation-awareness operations. As such operations require advanced reasoning and decision-making abilities the current designs have to heavily rely on human operators. The involvement of humans, however, is by no means a guarantee of performance; humans can easily be overwhelmed by the information overload, fatigue can act detrimentally to their performance, properly coordinating vehicles actions is hard, and continuous operation is all but impossible. Within NOPTILUS we take the view that an effective fully-autonomous multi-AUV concept/system, is capable of overcoming these shortcomings, by replacing human-operated operations by a fully autonomous one. To successfully attain such an objective, significant advances are required, involving cooperative & cognitive-based communications and sonars (low level), Gaussian Process-based estimation as well as perceptual sensory-motor and learning motion control (medium level), and learning/cognitive-based situation understanding and motion strategies (high level).Of paramount importance is the integration of all these advances and the demonstration of the NOPTILUS system in a realistic environment at the Port of Leixões, utilizing a team of 6 AUVs that will be operating continuously on a 24hours/7days-a-week basis. As part of this demonstration another important aspect of the NOPTILUS system that of (near-) optimality will be shown. Evaluation of the performance of the overall NOPTILUS system will be performed with emphasis on its robustness, dependability, adaptability and flexibility especially when it deals with completely unknown underwater environments and situations never taught before as well as its ability to provide with arbitrarily-close-to-the-optimal performance.

Keywords: cognitive systems,uav,robotics,robustness,adaptability
Robots Bootstrapped through Learning from Experience (XPERIENCE)

Framework: FP7 — Cooperation
Programme: Information and Communication Technologies
Destination: Cognitive systems, interaction, robotics
Action type: Collaborative project
Countries involved: Germany,Germany,Italy,Slovenia,United Kingdom,Denmark,Austria
Call:  (FP7-ICT-2009-6, 2009)
Start date: 2011-01-01
End date: 2015-12-31
Duration (months): 60.0
Total project cost (EUR): 10046377.0
EU funding (EUR): 7634000.0
Participants: 7
Project status: CLOSED

Current research in embodied cognition builds on the idea that physical interaction with and exploration of the world allows an agent to acquire intrinsically grounded, cognitive representations which are better adapted to guiding behavior than human crafted rules. Exploration and discriminative learning, however, are relatively slow processes. Humans are able to rapidly create new concepts and react to unanticipated situations using their experience. They use generative mechanisms, like imagining and internal simulation, based on prior knowledge to predict the immediate future. Such generative mechanisms increase both the bandwidth and speed of cognitive development, however, current artificial cognitive systems do not yet use generative mechanisms in this way.The Xperience project addresses this problem by structural bootstrapping, an idea taken from language acquisition research: knowledge about grammar allows a child to infer the meaning of an unknown word from its grammatical role together with understood remainder of the sentence. Structural bootstrapping generalizes this idea for general cognitive learning: if you know the structure of a process the role of unknown actions and entities can be inferred from their location and use in the process. This approach will enable rapid generalization and allow agents to communicate effectively.Xperience will implement a complete robot system for automating introspective, predictive, and interactive understanding of actions and dynamic situations based on structural bootstrapping. Xperience will evaluate and benchmark this on state-of-the-art humanoid robots demonstrating rich interactions with humans. By equipping embodied artificial agents with the means to exploit prior experience via generative inner models, XPERIENCE will have a major impact in a wide range of autonomous robotics applications that benefit from efficient learning through exploration, predictive reasoning and external guidance.

Keywords: generative extension of knowledge based on experience,communication and interaction,architecture,complete humanoid robot systems
Prefabricated CFRP Parts (EASYPATCH)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: Germany
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2010-11-01
End date: 2012-06-30
Duration (months): 20.0
Total project cost (EUR): 149420.0
EU funding (EUR): 112050.0
Participants: 1
Project status: CLOSED

Due to the increasing use of carbon fibre reinforced plastics (CFRP) in aircraft structures a growing demand for repair concepts can be observed. Today’s repair concepts are mainly focused on the refurbishment of parts at the manufacturer’s site in order to reduce waste. Additionally, specialized service providers travel on call to repair parts that are already installed. The next step to be undertaken is transferring the actual repair from the manufacturer to the airline thus further reducing an aircraft’s down time. In order to allow the repair of damaged CFRP-parts at an aircraft maintenance hangar it is necessary to provide a repair concept that employs standardized repair-patches. These patches combine the ability to restore structural integrity with ease-of-use. The quality of repair depends on the consistency of mechanical properties throughout the structure. Two factors play a key role in that: the contact-area between patch and part on one side and the patch lay-up sequence on the other. Using standardized repair patches it is not always possible to find a perfect match, neither in patch size nor in lay-up. Hence, the influence of different patch sizes, stiffness variations, surface treatments, and chamfer designs needs to be investigated. Simulation will be used to check on a variety of failure sizes and possible patch designs. Purposefully damaged parts will be produced and repaired with patches of standardized design. The success of repair will be evaluated through mechanical testing.

Keywords: cfrp,repair concept
ELECTRICAL TEST BENCH DRIVE SYSTEMS: MECHANICAL INTERFACES (ELTESTSYS)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: Romania
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2011-08-01
End date: 2013-11-30
Duration (months): 28.0
Total project cost (EUR): 646000.0
EU funding (EUR): 440675.0
Participants: 2
Project status: CLOSED

The aim of this project is to design, manufacture, commissioning and validation of four complete and identical driving systems for a ground test bench intended to be used for aircraft starters/generators testing. The four driving systems will be integrated in one single product and will function simultaneously or not, independently and/or interdependently. Each system will drive one single generator or starter/generator and will be able to simulate electrical start of the aircraft engine, as well as electrical generation. Any two of the four drive systems will have the possibility to be synchronised in speed and position. The four drives will be locally or remote controlled and will be integrated with ancillaries available at the place of use. A complete measurement channel will deserve the entire test bench. In order to achieve a unitary test bench with low maintenance costs, we will implement innovative solutions based on the latest technologies in the fields of mechanical and electrical drives, mechanical transmissions, measurements. The proposed systems are complete and include four DC motors (with maxim power of 160 kW each) with associated electronics. This will completely fulfil the imposed condition of identical systems. Innovative aspects of the proposal are: mechanical transmissions with high efficiency by using recess gear system and polygonal shafts; bidirectional and birotational speed multiplier; non-contacting measuring of torques and speeds; use of specialized software for complete system configuration and management. The systems will be environmental friendly, will have low noise emission and will use a reduced amount of oil. The main characteristics and capabilities required by the CfP will be satisfied.

Keywords: test bench,supporting frame,speed,torque,starter,generator,brake,planetary,driving systems
Concept for automated riblet application (robot-concept) (RIBLET ROBOTICS)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: Germany
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2011-10-01
End date: 2013-04-30
Duration (months): 19.0
Total project cost (EUR): 260000.0
EU funding (EUR): 130000.0
Participants: 1
Project status: CLOSED

By using a Riblet-coating on the airplane surface the air drag can be reduced. Through this, a fuel saving of 2% - 5% is possibly. Particularly, with middle- and long-haul aircrafts, a big saving potential exists. This had been demonstrated by tests with the A320 and the Beluga. The project encloses the conception of an application station to apply a special coating on completely mounted airplanes with variable dimensions. Therefore, the application unit must have the suitable degrees of freedom to guarantee a suitable flexibility. Furthermore a measuring-technical solution has to be developed. The position of the product has to be aligned in the coordinate system of the station. The application unit is positioned and controlled in relation to the detected position. The exact guidance of the coating applicator must occur with a local position system. For this new innovative solutions have to be found. The feasibility should be proved by the construction of a demonstrator. Suitable tests are necessary. Within this project solutions for the most different requirements have to be found. This includes: - A measuring system for positioning the applicator to the Aeroplane surface - A local measuring system for precise guiding - A flexible guiding device - A stiff base frame - A coating device that is usable for different aeroplanes and surfaces - Station control system - Weight compensation to get a constant coating pressure

Keywords: riblet application system,automated handling,robotic concept,steady pressing force,accurate allignement,flexible guiding,stiff guidance,user friendly system,compatible to different aircraft
Advanced Wing And High-Lift Design (AWAHL)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: Sweden,Italy,Belgium
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2010-12-01
End date: 2012-06-30
Duration (months): 19.0
Total project cost (EUR): 450000.0
EU funding (EUR): 319544.0
Participants: 3
Project status: CLOSED

AWAHL will design a wing with its high-lift system for an advanced regional turbo-fan aircraft with optimal performance and efficiency. The wing will be designed with respect to the aerodynamic performance and constraints using in-house tools for CFD calculations and shape optimization. The design is carried out including optimization of the position of the pylon/nacelle. The aerodynamically optimal wing is used as input to design a wing using an MDO process accounting for weights, loads and aero-elastic effects in addition to the aerodynamics. The aero-elastic wing design will include minimization of the total structural wing weight based on CFD defined loads distributions at selected design points. The aerodynamically designed wing will be used as input to generate a high-lift configuration for the aircraft. The wing will be split up in a conventional 3-element configuration and the design carried out in 2D including sweep (2.5D). Alternative high-lift concepts may be investigated if required to reach aerodynamics targets. The design will be verified with RANS CFD calculations in 3D. The kinematic design of the deployment mechanisms to the high-lift configuration will be carried out as well. The proposed technical work is divided in four work packages during 19 months following the task layout in the topic description. Each work package will be documented in separate deliverables and summarised in a separate additional deliverable. The maximum budget is estimated to 450,000 €. The consortium consists of three partners, the Swedish research organisation FOI being the coordinator, the Italian university POLIMI and the Belgian company ASCO. All three partners are highly capable, well established and active in national and European collaborative programs related to aerodynamic, aero-elastic and high-lift design and simulations.

Keywords: aircraft design,cfd,shape optimization,csm,aero-elastics,high-lift,deployment mechanisms,kinematics
Flow sensor system for the separation detection at low speed in view of flight (FLOWSENSYS)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: Germany
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2011-02-01
End date: 2014-01-31
Duration (months): 36.0
Total project cost (EUR): 102000.0
EU funding (EUR): 76500.0
Participants: 1
Project status: CLOSED

A fluidic sensor system for the reliable detection of flow separation at low speed will be developed, manufactured and tested in view of flight application. It will comprise an optimized combination of fluidic micro sensors as well as a multichannel measurement system including sensor control and calibration as well as data acquisition and communication electronics. Starting from different types of fluidic micro sensors and combinations thereof, the sensor system development will be performed with the aim to provide a robust and reliable measurement tool for flow control operations in view of flight tests. Ability for flush mounting and easy integration is essential for the sensor front end. The readout electronics should be designed for minimum space and low power consumption. The whole sensor system will be examined in view of reducing complexity and will be integrated and tested in preparation of a large scale wind tunnel test and in view of flight. Such a sensor system is expected to be the basis for monitoring and validation of the function of open loop separation control systems and at a later stage the essential control input for future closed loop flow control systems in high lift applications. These will provide a new potential for fuel saving, noise reduction and safety.

Keywords: separation flow control high lift sensor actuator
Definition of ATM Requirements for GRA Operations and Simulations (DARGOS)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: Italy
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2011-05-02
End date: 2013-10-01
Duration (months): 29.0
Total project cost (EUR): 149420.0
EU funding (EUR): 112065.0
Participants: 1
Project status: CLOSED

Future aircraft programs require the development of new aeronautical technologies and solutions for which confidence on their applicability have to be gathered through ad hoc demonstrators. In this context new Mission and Trajectory Management (MTM) for regional aircraft is recognised to give a significant contribution to reduce environmental impact in term of noise emissions and fuel consumption reduction. New MTM functionalities will be defined through the use of flight simulators for new optimised missions and trajectory evaluation of typical missions taking into account new air traffic management concepts. The SICTA’s consolidated experience in defining the most suitable operational technical solutions in the ATM world will be used to investigate methods supporting change in the trajectories and techniques for providing air traffic management in a GRA simulation environment. Current and future ATM requirements and data will be collected as well as the available regulations and procedures, safety requirements and future expected ATM features. The new defined optimised trajectories require a revision of the ATM rules to be used, in terms of airspace routes, arrival and departures procedure. Special attention will be dedicated to the relevant world wide activities in the field of ATM innovation, to keep in line with possible innovations introduced by SESAR Research and to build on its findings. The evaluation of the MTM requires trials to be performed on the GRA simulation platform. The trials to be performed on the GRA simulation platform will rely on appropriate simulation methodology and the GRA simulation platform will use hypothetical fleet assumptions, consider aircraft operation and regulatory and certification issues, flight safety, air traffic and regional airline requirements. All these elements will define the ATM scenario models to be integrated into the GRA simulator, represented by optimized route which meets the operator’s economic criteria.

Keywords: this project is aimed at collecting current atm rules,procedures and simulation data and definining future scenarios (sesar compliant) for gra operations and simulations.
COMPArative evaluation of NDT techniques for high-quality bonded composite REpairs (COMPARE)

Framework: FP7 — Cooperation
Programme: Joint Technology Initiatives (Annex IV-SP1)
Theme: Public-private partnerships
Destination: Clean Sky
Action type: Article 171 of the Treaty
Partnership: CLEAN-SKY (Art-185)
Countries involved: United Kingdom,France,Greece
Call:  (SP1-JTI-CS-2010-01, 2010)
Start date: 2010-11-01
End date: 2012-10-31
Duration (months): 24.0
Total project cost (EUR): 150000.0
EU funding (EUR): 112497.0
Participants: 3
Project status: CLOSED

Adhesively bonded composite repairs exhibit significant advantages in terms of mechanical efficiency compared to those effected using mechanical fasteners. However they are at the same time extremely sensitive to process parameter variations. Small deviations against the repair specifications and subsequent flaws, could lead to disproportionally larger consequences to the final mechanical performance of the repair and to the integrity of the structure. Moreover, the inevitable differences between laboratory and repair shop conditions could induce additional “problematic” areas, which need to be reliably traced before the certification of methods and the release of individual aircraft to flight. Consequently, the existence of reliable and easy to apply NDT techniques is of capital significance to repair reliability and to flight safety. For this reason existing NDT principles need to be adapted to the specificities of bonded composite repairs, in order to guarantee quality and durability in order to achieve flightworthiness and certification. This proposal seeks to address this need by comparative evaluation of three different NDT techniques (namely piezoelectric ultrasound, shearography and laser ultrasound). The work will assess flaw detectability (e.g. delaminations, debondings, porosity, foreign object inclusion etc.), functional reliability, repeatability of results, operational constraints, overall performance and applicability to the typical bonded composite repair cases of the aeronautical industry. The latest developments in the NDT technology will be used, in terms of methodology and equipment, which are already available among the consortium members. Moreover, as most aircraft structural repairs are not performed under ideal conditions in a laboratory, the comparative evaluation will be undertaken in real-life maintenance environment, through detection and verification of flaws in actual repaired aircraft structural components.

Keywords: composite repair,non destructive testing,ndt,aircraft structural maintenance,flaw detection
Conference on the Careers and Mobility of Researchers (CAMORE)

Framework: FP7 — People
Programme: Marie-Curie Actions
Theme: Marie Skłodowska-Curie
Destination: MSCA other
Action type: Coordination and support actions
Countries involved: Belgium
Call:  (FP7-Adhoc-2007-13, 2007)
Start date: 2010-05-01
End date: 2011-01-31
Duration (months): 9.0
Total project cost (EUR): 208535.2
EU funding (EUR): 149971.0
Participants: 1
Project status: CLOSED

The idea of this Conference is to take further steps in improving the mobility and careers of researchers. Building the ERA is one of the priorities set by the Belgian presidency. Within this priority line, the Researchers' conference, with its objectives of stocktaking AND delineating future pathways towards better careers for researchers, will be one of the flagships of the Belgian presidency. It is intended to bring 250 stakeholders (public and from the business sphere) in Brussels to discuss the researchers' career and mobility, and all issues connected. Its purpose is manifold. 1) Its first intent is to take stock of the progress made on EPR implementation, highlight best practices and identify common approaches if applicable. Time is right to think upon what has been achieved already and what the issues at stake are. More specifically, the four pillars of the Steering Group for Human Resources and Mobility will be discussed in detail, along with some others. Among these, we can find flexicurity, working conditions, gender issues, specificities of the research careers, pensions … 2) Moreover, the conferences wishes to highlight gaps and challenges in EPR implementation. 3) Thirdly, it intends to take stock of the implementation of the "Scientific Visa" directive and promote it with the relevant stakeholders including the media and local governments. The visa measure can be seen as one of the cornerstones of the mobility of the researchers. Also for this dimension, remaining obstacles will be looked at and a strategy will be defined as to how we can proceed in this dossier. 4) Last, but certainly not least, focus areas for the near future following the conference will be identified and recommendations will be made on where we can go from here, potential new initiatives and next steps to be taken.

Keywords: mobility of researchers,careers,social security,flexicurity,working conditions of researchers,scientific visas