The PEP 4.0 project developed a linked process model that mirrors the four‑stage evolution scheme used in automotive autonomous driving, ranging from non‑functional requirements (stage 0) to AI‑driven process support (stage 4). Stage 1 documents the development workflow, including participating teams, data hand‑offs, applied methods and captured process metrics. Stage 2 links real data and models to the process, requiring a data‑management system. Stage 3 enables automation and analysis, allowing external tools to be called for design studies and the visualisation of metrics collected in stage 1. Stage 4 introduces artificial‑intelligence techniques to predict product properties and optimise planning. The project’s validation effort (AP 4.1) built a virtual development chain for an integrated housing structure, demonstrating that the virtual chain can replace the traditional variant study workflow.

A systematic evaluation of five candidate MBSE tools was performed using the Analytical Hierarchy Process. The assessment covered all four stages, but no tool achieved full functionality for stage 4, as none could model the required multi‑stage processes. The evaluation confirmed that the chosen MBSE solution could support stages 1–3, but further development is needed for AI‑based optimisation. The virtual development chain eliminated the need for workflow adaptation; the creation of an evaluation tool still required one hour, identical to the traditional approach. For the design‑space application to the model and aerodynamic parameters, the virtual chain reduced the effort from 14 hours to 4.7 hours, a 66 % time saving. The non‑parametric model used in the virtual chain also removed the need for a custom parameterisation step, further shortening the process.

The technical core of the project was the development of a hybrid metal‑fiber composite structure for a new engine architecture. Warm‑forming of a thermoplastic matrix was used to avoid drilling of reinforcement fibres; the fibres were displaced to the edge region, increasing hole resistance while only marginally affecting load capacity. This approach improves manufacturability and reduces weight, supporting the overall goal of lightweight, high‑performance engine designs.

Collaboration was organised into four work packages. R&D Rolls‑Royce (RRD) led the project and all sub‑packages. The Composite Technology Center Stade (CTC) supplied industrial‑scale manufacturing expertise and performed subcontracted work on the hybrid structure, while the Institute for Lightweight and Plastics Technology (ILK) at the University of Dresden provided methodological support and performed structural analysis of the hybrid engine. The project ran for an extended period of fifteen months, delayed by redesign work on the P700 engine and by COVID‑related short‑time work. Funding came from German research agencies, with cost allocations recorded under FE‑external services, personnel, travel, and software licences. The project achieved cost savings by switching to metal structures with a simpler manufacturing route, allowing reallocation of funds to the hybrid component development.

In summary, PEP 4.0 demonstrated that a linked process model can be realised with current MBSE tools for stages 1–3, and that a virtual development chain can cut design time by two‑thirds for a variant study. The hybrid metal‑fiber composite structure offers a manufacturable, lightweight solution for next‑generation engine architectures, and the project’s collaborative framework integrated industrial partners and academic expertise to deliver these results.