Army 8. Small Business Innovation Research (sbir) Proposal Submission Instructions
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PHASE III DUAL USE APPLICATIONS: Develop a wear coating for in-cylinder components that could be readily used in both military and commercial diesel engines. It is envisioned that this technology could be beneficial for all diesel engine markets under the constraint that it is durable and reduces engine friction that ultimately reduces engine fuel consumption. REFERENCES: 1. Wang, G., Nie, X., and Tjong, J., "Load and Lubricating Oil Effects on Friction of a PEO Coating at Different Sliding Velocities," SAE Technical Paper 2017-01-0464, 2017, doi:10.4271/2017-01-0464. 2. Maurizi, M. and Hrdina, D., "New MAHLE Steel Piston and Pin Coating System for Reduced TCO of CV Engines," SAE Int. J. Commer. Veh. 9(2):270-275, 2016, doi:10.4271/2016-01-8066. 3. Bergman, M., Bergwall, M., Elm, T., Louring, S. et al., "Advanced Low Friction Engine Coating Applied to a 70cc High Performance Chainsaw," SAE Technical Paper 2014-32-0115, 2014, doi:10.4271/2014-32-0115. KEYWORDS: wear coatings, tribology, ceramics, engine friction
TECHNOLOGY AREA(S): Ground/Sea Vehicles OBJECTIVE: Design a high voltage wide bandgap motor controller (HVMC) capable of operating across on all military ground vehicles. The use of wide bandgap should reduce size, weight and cooling requirements. DESCRIPTION: With the growing vehicle electrical power requirements in military vehicle systems the use of wide bandgap semiconductor technology is necessary for the future. The motor controller must account for safety, efficiency, scalability, configurability, CAN control, and integration. The solution will have the processing power necessary for fault detection and handling capabilities, built-in diagnostics, and stand alone and remote control in a compact device suitable for use in military ground vehicle applications. The proposed unit must use wide bandgap technology capable of operating at high voltages as specified by MIL-PRF-GCS600A. Topic proposals should focus on units capable of operating up to 18kW at 30A DC. The use of wide bandgap power electronics that can operate in a 71C ambient environment using 105C coolant is required. The unit should be able to communicate using J1939 CAN interface to accept commands from the “host”, and provide diagnostic status on command, or in the event of a “fault”. The motor controller should demonstrate High Voltage Interlock capabilities. The proposal should address thermal management plan for the HVMC, while also meeting military standards. PHASE I: Develop a proof of concept circuit for a high voltage wide bandgap motor controller that addresses the features and functionality described above. This preliminary design will include a packaging plan with SWaP, thermal analysis and considerations for meeting MIL-STD-1275E, MIL-PRF-GCS600A, MIL-STD-810G, MIL-STD-461G supported by modeling, analysis, and/or brass board proofs of concept, all to be provided. PHASE II: Electrical, thermal, mechanical, and functional aspects of a high voltage wide bandgap motor controller solution will be designed, developed, and built. Demonstration and technology evaluation will take place in a relevant laboratory environment or on a military ground vehicle system. Phase II will reach at least TRL 5 and commercial viability will be quantified. PHASE III DUAL USE APPLICATIONS: Mechanical packaging and integration of the HVMC (high voltage motor controller) into a vehicle that will achieve TRL 6 and a technology transition will occur so the device can be used in military ground vehicle applications. Applications include MRAP CS13 vehicles, Stryker, Bradley, Abrams, and AMPV. REFERENCES: 1. MIL-STD-1275E 2. MIL-STD-810G 3. MIL-STD-461G 4. MIL-PRF-GCS600A
TECHNOLOGY AREA(S): Ground/Sea Vehicles OBJECTIVE: To research and develop a prototype Non-pneumatic tire in a 16.00R20 size for both paved on-highway performance and off-road mobility capable of increasing survivability unconstrained by explosives/hazards in a military mission environment. DESCRIPTION: There is a critical need for a non-pneumatic tire that can sustain hazards including explosive, ballistic, and road debris and yet continue the vehicle mission. This project investigates technologies which would provide a non-pneumatic tire in these types of environments while providing optimum tire performance on the highway and in an off-road environment. Currently, non-pneumatic tires in the larger truck or off-road equipment are used in slower speed off-road applications. The focus of this project is the development of new technologies that can perform on the paved highway at sustained high speed and also provide improved tractive effort when the vehicle is operated in an off-road environment. These attributes of on-highway performance and off-road mobility require a new solution optimized for both conditions. Currently, a pneumatic tire in an off-road environment would typically be lowered through the vehicle’s Central Tire Inflation System or other means to provide increased tractive effort. The goal of this technology would be to provide the advantage (resistance to becoming flat) of a non-pneumatic tire while providing good tractive effort off road, and at less weight & same cost as a comparable pneumatic tire with a runflat. This technology could be integrated for any vehicle system that operates in both on-highway and off-road conditions including military vehicles, commercial dump trucks and construction equipment. PHASE I: Develop a computer based model of a non-pneumatic tire in the 16.00R20 size for On-Highway and Off-Road Mobility providing detailed design and materials used. The design would meet the dimensions and load capacity for 16.00R20 Load Range M size as define by the Tire & Rim Association Standards. Modeling and simulation of this concept non-pneumatic tire shall be conducted at different loading conditions (50%,75%, 100% of the 14800 Lb Load) and with simulated hazards at various degrees of damage (up to 20% material loss) to determine performance. Load deflection and footprint area will be modeled at the above loading conditions. Simulation of the non-pneumatic tire and pneumatic tire at these conditions would be conducted. The model and simulation with a final technical report would be the resultant deliverables to this phase. PHASE II: Using the model and simulation developed in phase 1, a physical prototype non-pneumatic tire in the 16.00R20 size would be developed and validated in the laboratory, and demonstrated in a field environment. The concept tire would be evaluated against a 16.00R20 pneumatic tire under the same loading conditions (50%, 75%, 100% of the 14800lb) in accordance with SAE J2014 Load Deflection 4.4.12 including pressure pad measurements. The concept tire would be tested in accordance with FMVSS 571.119 at the prescribed loads for the 16.00R20 size for durability evaluation. The concept tire would also be tested in accordance with FMVSS 571.129 with the lateral force test modified to accommodate for the larger tire size. The non-pneumatic tire technology would be subjected to simulated hazards (including up to 20% material loss) and tested in accordance with FMVSS 571.129 S5.4 Tire Endurance. The non-pneumatic tire would be mounted on a vehicle and demonstrated subjectively for subjective ride and handling for a duration of 200 miles. Deliverables for this phase would be the 16 prototype tires, load deflection, pressure pad, FMVSS 571.119, FMVSS 571.129 and degraded endurance test results, and demonstration on military vehicle PHASE III DUAL USE APPLICATIONS: Prototype non-pneumatic tires developed in Phase II would be evaluated and integrated on a military or commercial vehicle platform. Testing on a military or commercial vehicle in accordance with SAE J2014 shall include 4.4.8 Treadlife Durability (mission profile) ,4.4.9 Comparative Stopping Distance(Braking) , 4.4.2 Tire Traction (soft soil, sand, mud), 4.4.3 Vehicle Evasive Manuever, 4.4.20 Steady State Dynamic Stability, and 4.4.17 Absorbed Power Ride Quality with comparison against a baseline pneumatic tire under same loading conditions. Degraded durability test with 20% material loss of the non-pneumatic tire shall be conducted on vehicle for 1000 miles. This integration may require design optimization for the particular vehicle system. This technology would be transitioned to a tactical, combat or Mine Resistant Ambush Protected military vehicle and/or on-highway / off-road commercial vehicle (dump truck, construction equipment). Deliverables for this phase would be 36 prototype tires, manufacturability plan, integration plan and on-vehicle testing results. REFERENCES: 1. Ma, Ru; Reid, Alexander; Ferris, John, Capturing Planar Tire Properties Using Static Constraint Modes, March 2012 2. Sandu, Corina; Pinto, Eduardo; Naranjo, Scott; Jayakumar, Paramsothy; Andonian, Archie; Hubbell, Dave; Ross, Brant, Off-Road Soft Soil Tire Model Development and Experimental Testing, 17th International Conference of the International Society for Terrain-Vehicle Systems – September 18-22, 2011, Blacksburg, Virginia 3. Madsen, Justin; Seidl, Andrew; Negrut, Dan; O’Kins, James; Reid, Alexander, A Physics-Based Terrain Model for Off-Road Vehicle Simulations, April 2012 4. Shoop, Sally A., Finite Element Modeling of Tire-Terrain Interaction, U.S. Army Engineer Research and Development Center Cold Regions Research and Engineering Laboratory, November 2001 KEYWORDS: tire, non-pneumatic, survivable, runflat, mobility, hazard
TECHNOLOGY AREA(S): Ground/Sea Vehicles OBJECTIVE: It is desired to develop a rapid, transient, CFD-based solver for human and vehicle thermal signature prediction involving innovations in flow, heat transfer, air humidity, engine exhaust, and thermal signature modeling and simulation. DESCRIPTION: Modeling and simulation (M&S) software capable of analyzing human and vehicle thermal signature already exists; however, as it relates to such thermal solvers, various desirable features, such as transient flow field modeling, are lacking. Thermal solvers typically account for the effects of the problem flow fields on surface heat transfer in multiple ways: (1) through the application of constant heat transfer coefficients and spatially-coarse fluid temperatures without the accounting of flow thermal transport, all within one solver such that computational fluid dynamics (CFD) simulations are not required to be used; (2) through the application of constant heat transfer coefficients and spatially-coarse fluid temperatures with the accounting of flow thermal transport among spatially-coarse subdivided regions of a steady-state flow field, all within one solver but requiring a steady-state CFD simulation to be performed beforehand; and (3) through the application of time-varying, spatially-fine heat transfer coefficients and fluid temperatures with the accounting of flow thermal transport among spatially-fine subdivided regions of a transient flow field, requiring co-simulation between a thermal solver and a CFD solver at each time step. For transient flow and thermal problems, methods 1 and 2 generally would not permit accurate transient modeling, but method 3 requires time- and labor-intensive transient co-simulation between two solvers. Therefore, it would be desirable to develop a new method that: (1) like method 1, can be performed using only one solver; (2) like method 2, accounts for the flow thermal transport among the subdivided regions of the flow field; and (3) like method 3, accounts for time-varying, spatially-fine flow temperatures and heat transfer coefficients for a transient problem. For this new, CFD-based method to be “rapid”, there would need to be limits regarding the spatial discretization of the flow fields and the extent to which the flow field physics are rigorously modeled. It would be desirable to allow the software user to control, through setting the value of a solver input parameter, the balance between accuracy of the predicted flow field and simulation time. Ultimately, the new method should: (1) involve turbulence modeling; (2) involve conduction, convection, and radiation modes of heat transfer; (3) be validated using a notional vehicle case study; and (4) be robust. The development of transient CFD-based modeling capability should facilitate the development of transport modeling of air humidity and engine exhaust. Humidity transport modeling would augment solver capabilities related to heating, ventilation, and cooling (HVAC) modeling and human thermal modeling, and engine exhaust transport modeling would augment solver stand-alone capabilities related to thermal signature. PHASE I: For phase I, it is expected that a concept of a rapid, transient CFD-based solving method that can be directly integrated into a thermal signature solver be developed. Related to the CFD-based solving method, the following concept information shall be proposed and delivered: (1) a suitable turbulence model; (2) the entire set of governing physical equations, both flow and thermal; (3) the basic numerical / discretization scheme to be used for solving both the flow and thermal equations in one solver; and (4) a final demonstration / feasibility study. PHASE II: For phase II, it is expected that the concept proposed in phase I will be fully integrated into a working, transient, thermal signature solver, including a complete graphical user interface (GUI). All concept refinements subsequent to phase I – such as those involving the proposed turbulence model and the numerical / discretization scheme to be used – shall be provided. A study shall be performed involving the prediction of the thermal characteristics of a notional vehicle which is undergoing “cool-down” after a “heat soak”. “Heat soak” describes the application of steady-state thermal conditions, consistent with SAE J1559, to the unmanned vehicle in a laboratory environment with wind, the vehicle powered off, and all hatches / windows shut; “cool-down” refers to the cooling evolution of the interior cabin of the now-manned, idling vehicle, immediately following the “heat soak” and engagement of the HVAC system. The notional vehicle shall possess sufficient complexity such that significant flow velocity and temperature gradients result inside the vehicle cabin and in the underhood region of the vehicle during “cool-down”. The same study shall be performed using a commercial CFD solver. The main metrics for comparing the two studies shall involve: (1) the flow velocity and temperature at points inside the vehicle cabin and near each soldier consistent with SAE J1503; (2) the flow velocity and temperature at key points in the underhood portion of the vehicle; (3) temperature contours of the exterior vehicle surfaces; (4) vehicle thermal signature assuming a uniform background and specific viewing aspects; and (5) temperature and velocity contours of the vehicle interior and exterior flows associated with specified viewing planes. The viewing planes shall involve: (1) a vertical, longitudinal plane bisecting the vehicle; (2) a vertical, transverse plane bisecting the driver and another bisecting the underhood region; and (3) a horizontal plane bisecting the driver and another bisecting the underhood region. The thermal signature of the vehicle model associated with the commercial CFD solver shall be determined by importing the resulting exterior temperature contours into the thermal signature solver, and determining the “delta-T RSS” signature metric for the same background and vehicle aspects. The “basic hot” environment associated with MIL-STD-810 shall be assumed. PHASE III DUAL USE APPLICATIONS: For phase III, the military application involves a stand-alone, rapid, transient, CFD-based solver for human and vehicle thermal signature prediction which can be used to assess requirement compliance associated with typical military vehicle thermal signature requirements. Such requirements would likely be classified, and may involve various backgrounds, times of year, geographical locations, weather patterns and climates, vehicle aspects, etc. The commercial application would be a stand-alone, rapid, transient, CFD-based solver for human and vehicle thermal modeling, with no thermal signature capability. REFERENCES: 1. SAE J1503: “Performance Test for Air-Conditioned, Heated, and Ventilated Off-Road, Self-Propelled Work Machines” 2. SAE J1559: “Determination of Effect of Solar Heating” 3. MIL-STD-810: “Department of Defense Test Method Standard, Environmental Engineering Considerations and Laboratory Tests” KEYWORDS: heat transfer, thermal signature, computational fluid dynamics, CFD, modeling and simulation
TECHNOLOGY AREA(S): Electronics OBJECTIVE: Design a bi-directional power converter that uses wide band gap technology for connecting high voltage sources and loads to MIL-PRF-GCS600A compliant power busses capable of operating on all military ground vehicles. DESCRIPTION: In the next generation combat vehicles where high voltage systems are being used it is necessary to incorporate power conversion devices that connect energy storage devices and power supplies to MIL-PRF-GCS600A compliant power busses. The high power demand, limited space, weight restrictions and thermal signature requirements makes it necessary to use wide bandgap semiconductor technology to achieve the desired power density and efficiency. The electrical power conversion device must account for safety, efficiency, configurability, CAN control, integration, and robust stable operation. The solution would have the processing power necessary for fault handling capabilities in a compact device suitable for use in military ground vehicle applications. The chosen cooling medium of 105C liquid coolant requires advanced technologies such as wide bandgap power electronics to meet performance requirements. The electrical power conversion device would have two power interfaces. Power interface 1 would operate over a range from 250VDC to 635VDC. Power Interface 2 would operate over a range from 565VDC to 635VDC as specified by MIL-PRF-GCS600A. The device would operate over the full voltage range with a minimum current handling capability of 50 amps on power interface 2. The proposed device should be designed for implementation in a modular fashion with like devices in parallel to facilitate integration into scalable power architectures. PHASE I: Develop a proof of concept circuit for an advanced power converter that addresses the features and functionality described above. This preliminary design will also include a packaging plan with SWaP, thermal analysis and considerations for meeting MIL-PRF-GCS600A, MIL-STD-704F, MIL-STD-1275E, MIL-STD-810G, MIL-STD-461 supported by modeling, analysis, and/or brassboard proofs of concept, all to be provided. PHASE II: Electrical, thermal, mechanical, and functional aspects of a high VDC power converter solution will be designed, developed, and built. Demonstration and technology evaluation will take place in a relevant laboratory environment or on a military ground vehicle system. Phase II will reach at least TRL 5 and commercial viability will be quantified. PHASE III DUAL USE APPLICATIONS: Mechanical packaging and integration of the solution into a vehicle with high VDC power buses will be achieved (TRL6) and a technology transition will occur so the device can be used in military ground vehicle applications. REFERENCES: 1. MIL-PRF-GCS600A, 2. MIL-STD-1275E 3. MIL-STD-704F 4. MIL-STD-810G 5. MIL-STD-461
TECHNOLOGY AREA(S): Materials/Processes OBJECTIVE: Develop and validate a new class of Additive Manufacturing (AM) processes that has the ability to overcome current technologies limitations DESCRIPTION: AM holds the potential to revolutionize supply chains and manufacturing processes, making low-volume and low cost part production. However, no current AM processes meet the Army’s needs to printing large metallic structures, while still preserving surface quality. This has limited their adoption within the Army’s organic base. The Army has an urgent need to develop a new class of AM process. This technology is expected to be easily scalable, operate in open environment, and utilize non-traditional heating sources (no Lasers) and still have the ability to create complex features, internal cavities, and intentional voids. PHASE I: In this phase, the small business assess the viability of the proposed technical approach. These studies should include discussions with TARDEC to identify specific process requirements for printing ferrous, Cobalt, and Nickel-based alloys. Work should begin with a detailed requirements analysis and system design specification relevant to a chosen application. The design should clearly demonstrate the ability to be easily scalable and operate without the need of processing chambers / shielding gases. High rating will be placed to technologies that do not require the use of Lasers, Electron Beam, and binders. Post processing techniques, process times, and equipment will need to be defined. Demonstrate feasibility of the developed approach by performing limited testing and characterization of printed parts. Material volume of no larger than 4 cubic feet. Deliverables shall include process development documentation in conjunction with materials property data. PHASE II: In Phase II, the small business will build a larger prototype of the AM process and explore the method for the chosen alloy(s) and intended applications. Work should begin with a detailed requirements analysis and system design specification relevant to a chosen application. The project should then proceed to acquire or build the necessary components and build the prototype new system in line with the design. Method development and quality should be verified through materials analysis of test coupons that confirm and improve the theoretical basis for the method. Materials tests that are appropriate for the target application should be developed and used to validate the technology. Build volume is expected to be a minimum of 8+ cubic feet. TARDEC to identify specific requirements for the printing process, such as the type of metallic alloy and part geometry. Test examples will include the following:
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