ENLIGHTEN aims at developing, integrating and testing a next generation post 800V electric vehicle powertrain with an indicative voltage level of 1200V. It targets a higher performing, cost optimized and more sustainable drivetrain layout that is also backwards compatible to the existing charging infrastructure with 1000V or 500V respectively. Determining exactly how high the new voltage level should be, to enable expected advantages in a systemic and systematic way is also part of the project. A new voltage level affects the entire sphere of electric mobility, both horizontally (vehicle, charging infrastructure, users, manufacturers) and vertically (OEM, tier1, tier2, single component supplier), hence a deliberate decision is required. To accomplish this an advanced electrical system architecture is presented by the ENLIGHTEN consortium in this proposal on whose basis a specific electric vehicle drivetrain will finally be developed and demonstrated in a C-segment vehicle. The at TRL5 delivered powertrain will consist of a dual voltage battery system and an integrated motor-inverter E-drive system, complemented by an intermediate DCDC converter, an AC and DC capable onboard charger and a power distribution. All power electronic devices will exploit low loss, ultra-fast switching gallium nitride (GaN) semiconductors for highest efficiency and to minimize cooling demand and component size. The dual voltage battery can be switched dynamically from one battery voltage into the other while driving. Through these and other measures, the ENLIGHTEN system delivers significant advances over the 2024 State of the Art. The ENLIGHTEN consortium includes 2 automotive companies, 1 Tier1 supplier and 2 SMEs. Their expertise is leveraged by the partnership with 2 research institutions and 4 academia/universities, constituting an ideal setup for strengthening the competitiveness of the European automotive industry.

HighSpin aims to develop high-performing, safe and sustainable generation 3b high-voltage spinel LNMO||Si/C material, cells and modules with a short industrialisation pathway and demonstrate their application for automotive and aeronautic transport applications. The project addresses in full the scope of the HORIZON-CL5-2021-D2-01-02 topic, setting its activities in the “high-voltage” line. The project objectives are: • Further develop the LNMO||Si/C cell chemistry compared to the reference 3beLiEVe baseline, extracting its maximum performance. • Develop and manufacture LNMO||Si/C cells fit for automotive and aeronautic applications. • Design and demonstrate battery modules for automotive and aeronautic applications. • Thoroughly assess the LMNO||Si/C HighSpin technology vs. performance, recyclability, cost and TRL. The HighSpin cell delivers 390 Wh/kg and 925 Wh/l target energy density, 790 W/kg and 1,850 W/l target power density (at 2C), 2,000 deep cycles, and 90 €/kWh target cost (pack-level). The project activities encompass stabilisation of the active materials via microstructure optimisation, the development of high-voltage electrolyte formulations containing LiPF6 and LIFSI, high-speed laser-structuring of the electrodes, and the inclusion of operando sensors in the form of a chip-based Cell Management Unit (CMU). HighSpin will demonstrate TRL 6 at the battery module level, with a module-to-cell gravimetric energy density ratio of 85-to-90% (depending on the application). Recyclability is demonstrated, targeting 90% recycling efficiency at 99.9% purity. HighSpin aims at approaching the market as a second-step generation 3b LNMO||Si/C in the year 2028 (automotive) and 2030 (aeronautics), delivering above 40 GWh/year and 4 billion/year sales volume in the reference year 2030.

Aicraft Design and nOise RatiNg for regiOnal aicraft. The activities related to the ADORNO project are focused on the development of aircraft models for a regional aircraft engine platform. The main objective is to provide aircraft requirements (e.g. thrusts, offtakes, etc.) as well as trade factors for specific fuel consumption, engine drag and engine weight on fuel burn for both a year 2000 reference aircraft and a CS2 target aircraft. In addition, an aircraft noise method will be developed and integrated in an aircraft design chain. The high-level objective of ADORNO is to allow a fast and reliable estimation of aircraft Noise and emissions in terms of CO2, NOx at different mission phases, through the implementation of a flexible aircraft model which provides requirements for the engine platform in terms of thrusts and offtakes at different power settings and flight conditions. The ADORNO high level objective is translated into the following main technical objectives: • To deeply apply the available MDO chain for aircraft design with integration of noise, emission and engine tools. • To implement a flexible A/C modeller which allows an easy integration of an external engine model to obtain an efficient and cost-effective design processes. • To implement a stand-alone tool for noise prediction which required only few inputs and could be easily customizable by users. • To provide an emissions prediction tools which required only few inputs and could be easily customizable by users. • To provide a concurrent design approach enhanced by integration of visualization tools to support the design team for the understanding of the product and its behavior during the design sessions.

NEEDED responds to the second and third bullets of the “expected outcome” of the HORIZON-CL5-2022-D5-01-12 topic, delivering the next generation data-driven reference European models and methods to estimate present and future aircraft emissions (pollutants and noise), achieving TRL 4 at the end of the project. To do so, NEEDED will advance the state of the art by: • improving the accuracy of the reconstruction of aircraft operations by using real-world ADS-B data, • advancing emission inventories for current and future aircraft technologies, while delivering more accurate pollution dispersion models, • extending the applicability of the ECAC Doc 29 noise model towards future aircraft technologies, • performing more accurate estimation of the number of people affected by local air transport operations by using dynamic population maps. These activities are complemented by (i) local air quality (LAQ) and experimental noise measurements performed at Rotterdam Airport, (ii) validation of the NEEDED toolchain in a 30-week pilot study involving three airports, and (iii) delivery of a methodology to optimise the flight patterns for minimum detrimental impact on the population in present and future scenarios. The project aims to function as a technology enabler, laying the methodological groundwork for facilitating the entry into service of transformative aircraft technologies while capitalising on the potential of ADS-B data. NEEDED ensures its impact on the next generation of Air Traffic Management (ATM) regulation and policies through the direct involvement of EUROCONTROL.

MATISSE responds to the fourth bullet of the HORIZON-CL5-2021-D5-01-05 topic “expected outcome”, delivering improved aircraft technologies in the area of multifunctional structures capable of storing electrical energy for hybrid electric aircraft applications. This consists in integrating Li-ion cells into aeronautical composite structures, sharing the load-bearing function with the structure and achieving an aircraft structural element capable of functioning as a battery module. To do so, MATISSE will: • advance Li-ion battery cell technology, in a non-conventional formulation suitable for bearing structural loads: NMC811 (cathode), Si/C (anode) and bicontinuous polymer-ionic quasi-solid-state electrolyte (BCE), i.e. NMC811|BCE|Si/C, achieving 170-270 Wh/kg at cell level; • enable the functional integration of Li-ion cells into solid laminate and sandwich composite structures; • make the structural battery smart, by equipping it with on-cell and in-structure sensors, connected to a chip-based CMU (Cell Monitoring Unit) and PLC (Power Line Communication). MATISSE delivers a multifunctional structure demonstrator capable of power delivery, power management and safety monitoring. This consists of a full-scale wing tip (1.42 m × 0.69 m) for use in place of the current wingtip assembly installed on Pipistrel Velis Electro, embedding a module of 40 battery cells at 72 VDC. This will undergo a comprehensive testing and characterisation campaign, qualifying the technology at TRL 4 at the end of the project (2025). MATISSE will also encompass aspects related to flight certification, life-cycle sustainability and virtual scale-up, paving the way towards the application of structural batteries as an improved performance key enabling technology for next generation commuter and regional hybrid electric aircraft applications.