Sparing our natural resources is very important for tyre industry, on both the society side and the economical side. Optimal design - lighter tyres but even safer and with longer life – is a real challenge that can only be addressed with a thorough understanding of crack growth mechanisms. In the specific case of filled elastomers, representing most of the tyre composition, fatigue crack growth approach is very empirical and potential progress on material design is limited. We want to open new areas of innovation and optimization of filled elastomers, by developing a new understanding approach of the damaging phenomena in the crack tip area (from using new experimental and simulation techniques to predicting tools for guiding new material design). This way, we hope to understand the first order effects of micro-structural parameters on intrinsic crack growth resistance properties. Today, influencing mechanisms are rather poorly understood and much discussed. Among other difficulties is the key issue of coupling various phenomena at different scales: large strain constitutive law, including softening and self-heating, mechanical and thermal fields evolution through geometric modification of the crack tip, and so on … Our project consists in a multi-scale approach linking the physico-chemical scale (material structure, from a few nanometers to some micrometers), the crack tip scale (hundreds of micrometers) and the scale of the structure (a few centimeters). This approach must link physico-chemics, physical damage and continuum mechanics. It includes proposing a new constitutive law for filled elastomers, taking into account its fatigue evolution, and a damaging model at the crack tip based on the understanding of local mechanisms. These models shall be included in a finite element crack simulation. Digital image correlation technique will be used for comparing experimental displacement fields near the crack tip with simulated fields. Then simulation shall be upgraded, in several experimental/simulation loops. The first model difficulties lie in the fact that it is compulsory to have a good coherence between the small scale field and the far field at the scale of the whole structure. The project is also very ambitious in trying to put together several aspects which are individually poorly mastered in the case of filled elastomers. On one hand, physico-chemical damage origin at the crack tip is still unknown, partly because measurements are very tricky near this crack tip. On the other hand, constitutive laws for filled elastomers are difficult to measure and to simulate, due to high non linearities and to their strong sensitivity to loading history. Finally, existing damage simulation principles, developed for other materials, and displacement field measurements, by digital image correlation, have both never been applied to elastomers. Thus, the global project approach mixes several analysis scales (from micro-stuctural physico-chemics of the material to continuum mechanics). Each of these analysis hits strong difficulties and their coupling is in itself very tricky. Common work between so many specialists joining their expertises together on the same problem and on the same experimental setup has yet never been tried. We think that complementarity of gathered expertises is the only way to reach significant progress in understanding crack propagation in filled elastomers and in identifying innovative tracks for proposing more resistant materials.

The transport sector contributes to about 25% of total CO2 emissions in the EU and is the only sector where the trend is still increasing. Taking into account the growing demand on the road transport system and the ambitious targets of the EC’s Transport White Paper, it is paramount to increase the efficiency of freight transport. The vision of the AEROFLEX project is to support vehicle manufacturers and the logistics industry to achieve the coming challenges for road transport. The overall objective of the AEROFLEX project is to develop and demonstrate new technologies, concepts and architectures for complete vehicles with optimised aerodynamics, powertrains and safety systems as well as flexible and adaptable loading units with advanced interconnectedness contributing to the vision of a “physical internet”. The optimal matching of novel vehicle concepts and infrastructures is highly important, requiring the definition of smart infrastructure access policies for the next generation of trucks, load carriers and road infrastructure. The specific technical objectives, main innovations and targeted key results are: 1. Characterise the European freight transport market (map, quantify and predict), the drivers, the constraints, the trends, and the mode and vehicle choice criteria 2. Develop new concepts and technologies for trucks with reduced drag, which are safer, comfortable, configurable and cost effective and ensure satisfaction of intermodal customer needs under varying transport tasks and conditions. 3. Demonstrate potential truck aerodynamics and energy management improvements with associated impact assessments of the new vehicle concepts, technologies and features developed in the AEROFLEX project. 4. Drafting of coherent recommendations for revising standards and legislative frameworks in order to allow the new aerodynamic and flexible vehicle concepts on the road. To achieve an overall 18-33% efficiency improvement in road transport / long haulage by 2025+.

HERAQCLES stands for New Manufacturing Approaches for Hydrogen Electrolysers To Provide Reliable AEM Technology Based Solutions While Achieving Quality, Circularity, Low LCOH, High Efficiency And Scalability. Project HERAQCLES delivers an operational 25kW electrolyser stack including balance-of-plant based on AEM technology to validate both our novel design-for-manufacturing architecture and innovative components developed for automated production processes. AEM electrolysis offers a more attractive cost/performance ratio compared to state-of-art PEM electrolysis because these is no need to utilise precious group metals in stack components like catalysts, porous transport layers and bipolar plates for generating hydrogen at reasonably high current density. Current stack manufacturing processes face bottlenecks limited by many separate components, manual assembly and lack of tooling due to low production numbers. The project focusses on increasing Manufacturing Readiness Level from 4 to 5 by collectively advancing all components to comply with automated manufacturing processes at industrial scale: forming of metal plates, 3D-screen printing porous layers, pilot-scale synthesis of membrane polymers and catalyst. Validation occurs in three yearly loops using single cell, short stack and full 25kW stack configurations, where test results are benchmarked against commercially available options to highlight critical improvements of composition, functionality and recyclability. The experienced consortium brings together a unique combination of know-hows acquired in previous projects (e.g. Anione) and manufacturing capabilities provided by strong representation from industrial partners (6 out of 8). If successful, the final qualified stack prototype can be scaled-up quickly. Finally, a business plan is established comprising of a technology roadmap, an analysis of premium applications, an overview of product-market combinations and feasible market development plans.

The Systems ITD will develop and build highly integrated, high TRL demonstrators in major areas such as power management, cockpit, wing, landing gear, to address the needs of future generation aircraft in terms of maturation, demonstration and Innovation. Integrated Cockpit Environment for New Functions & Operations - D1: Extended Cockpit - D24: Enhanced vision and awareness - D25: Integrated Modular Communications Innovative Cabin and Cargo technologies - D2: Equipment and systems for Cabin & Cargo applications Innovative and Integrated Electrical Wing Architecture and Components - D3: Smart Integrated Wing Demonstrator - D4: Innovative Electrical Wing Demonstrator Innovative Technologies and Optimized Architecture for Landing Gears - D5: Advanced Landing Gears Systems - D6: Electrical Nose Landing Gear System - D7: Electrical Rotorcraft Landing Gear System - D17: Advanced Landing Gear Sensing & Monitoring System High Power Electrical Generation and Conversion Architecture - D8.1: Innovative Power Generation and Conversion for large A/C - D8.2: Innovative Power Generation and Conversion for small A/C Innovative Energy Management Systems Architectures - D9: Innovative Electrical and Control/Command Networks for distribution systems - D10: HVDC Electrical Power Network Demonstrator Innovative Technologies for Environmental Control System - D11: Next Generation EECS for Large A/C - D12: Next Generation EECS Demonstrator for Regional A/C - D13: Next Generation Cooling systems Demonstrators - D16: Thermal Management demonstration on AVANT test rig Ice protection demonstration - D14: Advanced Electro-thermal Wing Ice Protection Demonstrator - D15: Ice Detection System Small Air Transport (SAT) Innovative Systems Solutions - D18, D19, D21: More Electric Aircraft level 0 - D20: Low power de-ice for SAT - D22: Safe and Comfortable Cabin - D23: Affordable future avionic solution for small aircraft ECO Design T2: Production Lifecycle Optimisation Long-term Technologies T1: Power Electronics T3: Modelling and Simulation Tools for System Integration on Aircraft

Long-haul BEVs and FCEVs need to become more affordable and reliable, more energy efficient, with a longer range per single charge, and a reduced charging time to meet the user’s needs. Next to those, there is a real need to take zero-emission long-haul goods transport in Europe to the next level by executing real-world demonstrations of BEVs and FCEVs spread all over Europe; this also requires that technology soon can deliver on promised benefits (easy handling, similar driving hours & charging/fueling, and high speeds, and ability to operate in complex transport supply chains); flexible and abundant charging points for the rising number of vehicles must be implemented fast and to support this, novel charging concepts are needed. In addition, as multiple needs in the logistics chain exist, require novel tools for fleet managers providing them with better information on ZEV in logistic operation, providing a twin of the real use thereby giving valuable information regarding predictive maintenance, eco-driving etc., providing information on better logistics planning, the (available) charging and refuelling along the route, access to roads and traffic information. ZEFES major outcomes: Executing of real-world demonstrations of long-haul BEVs and FCEVs across Europe to take zero-emission long-haul goods transport in Europe to the next level. Pathway for long-haul BEVs and FCEVs to become more affordable and reliable, more energy efficient, with a longer range per single charge and reduced charging times able to meet the user’s needs. Technologies which can deliver promised benefits (easy handling, similar driving hours & charging/fueling, high speeds and ability to operate in complex transport supply chains). Mapping of flexible and abundant charging/fueling points and novel charging concepts. Novel tools for fleet management to support the rising number of long-haul BEVs and FCEVs vehicles in the logistics supply chains.