Air Force sbir 04. 1 Proposal Submission Instructions
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| Civil applications are similar such as airline or freight maintenance scheduling.
REFERENCES: 1. T. Back,D. B. Fogel, and Z. Michalwicz, Evolutionary Computation 1: Basic Algorithms and Operations, Vol. 1, Lop Pub, Bristol, United Kingdom, 1999 2. T. Back, D. B. Fogel, and Z. Michalwicz, Evolutionary Computation 2: Basic Algorithms and Operations, Vol. 2, Lop Pub, Bristol, United Kingdom, 1999 KEYWORDS: Genetic Algorithms, Scheduling, Maintenance, Probabilistic, Optimization, Cost AF04-185 TITLE: Nanomaterial-Based Lithium Ion Batteries TECHNOLOGY AREAS: Materials/Processes, Sensors, Electronics, Battlespace OBJECTIVE: Develop a prototype nanolithium battery utilizing high-capacity, high-rate nanomaterials as the electrodes. DESCRIPTION: Conventional NiH (nickel hydride) and silver zinc batteries used on satellites and launch vehicles have limited capacity and charge/discharge rates. Additionally, silver zinc batteries suffer from limited activated lifetime prior to launch and low reliability. Lithium ion batteries offer an excellent alternative to the current NiH and silver zinc technology. By using nanomaterials, advanced lithium ion batteries can deliver very high capacities with charge/discharge rates of more than 100 times the conventional batteries. This is possible through the optimization of particle size and nanostructure of the electrode materials. Nanomaterials such as nanocarbon tubes and nanolithium metal oxides can be utilized as the electrode materials for lithium ion batteries to obtain superior electrical performance with very little capacity fade for thousands of cycles. Some of these nanoparticles exhibit capacities that are close to theoretical values, and are suitable for the development of high-power, rechargeable lithium ion batteries. One technical challenge is to find the proper technique to pack these nanoparticles in the form of an electrode without altering the nanostructure and electrical performance. The other challenge would be to identify an electrolyte that can support such high rates. PHASE I: Characterize the electrical properties of nanoparticles and demonstrate performance at various environmental conditions. Identify optimal battery components, including the binder, current collector and electrolyte that are capable of supporting high charge/discharge rates. PHASE II: Build prototype batteries and demonstrate operation by testing. Characterize the battery for capacity, rate of charge and discharge, and operating lifetime. DUAL USE COMMERCIALIZATION: Commercial applications include hybrid electric vehicles and all types of portable power devices, such as notebook computers and mobile phones. Military applications include onboard power for strategic missiles and satellites. REFERENCES: 1. N. Li, C. R. Martin, and B. Scrosati, J. Power Sources, 97-98 240 (2001). 2. A. S. Claye, J. E. Fischer, C. B. Huffman, A. G. Rinzler, and R. E. Smalley, J. Electrochem. Soc., 147 (8) 2845 (2000). KEYWORDS: batteries, lithium battery, nanostructure materials, nanoparticles, nanomaterials, energy storage AF04-186 TITLE: Thermal Battery with Low Internal Operating Temperatures for Missile Applications TECHNOLOGY AREAS: OBJECTIVE: Advance the state of the art of thermal batteries for tactical and strategic weapons applications that require dependable onboard power. DESCRIPTION: Recent new thermal battery electrochemistries have demonstrated improved high-temperature stability and lower internal operating temperatures. This topic seeks proposals with innovative concepts related to thermal batteries for power generation and energy storage for weapons. Thermal batteries with mission lives measured in hours rather than minutes are possible with the new emerging technologies. Thermal batteries with hangfire and wetstand capabilities are also possible. New, higher voltage cathodes are also needed as well as thermal batteries with cooler skin temperatures. Alternative pyro heat sources are also required for these new technologies. Rechargeable molten salt batteries would be desirable for long missions. PHASE I: Demonstrate that the proposed design can meet the desired energy and power requirements in a package compatible for thermal battery or molten salt batteries. PHASE II: Deliverables will include hardware that clearly demonstrates a manufacturable device, component, or system that results in improved existing technology either through exceptionally high performance, significantly reduced cost, or improved robustness. DUAL USE COMMERCIALIZATION: Commercial applications include providing emergency power for intensive care units, operating rooms, and commercial aircraft. Military applications include onboard power for guided munitions and replacement of environmentally unfriendly hydrazine emergency power units for military aircraft. REFERENCES: 1. Visvaldis Klasons, “Thermal Batteries,” Handbook of Batteries, 2nd Edition, edited by David Linden, Mc Graw-Hill, (1994), pp. 22.1-22.22. 2. Ron Guidotti, et al., "Screening Study of Lithiated Catholyte Mix for a Long-Life Li(Si)/FeS2 Thermal Battery," SAND85-1737, 1988. KEYWORDS: thermal batteries, molten salts, missiles, weapons, pyros, electrolytes AF04-187 TITLE: Hypersonic Sensor Architecture Evaluation, Sensor Testing and Communication Needs TECHNOLOGY AREAS: Air Platform OBJECTIVE: Development of sensor system architecture needed for hypersonic in-flight testing to characterize flight vehicle and engine performance. DESCRIPTION: There exists a void in sensor system architecture for hypersonic in-flight testing. In the next few years, the Propulsion Directorate of the Air Force Research Laboratory (AFRL) anticipates performing flight tests of hypersonic engines currently under research and development. In order to acquire in-flight instantaneous data from the vehicle, and more specifically, the engine, a robust sensor system architecture is needed that would be able to withstand the high temperature and high-g encountered in hypersonic flight. The majority of these sensors are off the shelf (OTS). The difficulty lies in the packaging (architecture) of these sensors, given the volume or shape constraints imposed by a vehicle’s configuration. These physical determining factors may force preferential use of one sensor over another, resulting in trade-off(s) between sensing capabilities, communication capabilities, and in extreme cases, small changes in vehicle performance capabilities. The AF project manager will work with the contractor in identifying a potential shape and configuration for the hypersonic vehicle after the award. However, as a starting point, contractors should consider sensing packages for insertion into a vehicle similar in size to the advanced medium-range air-to-air missile. PHASE I: Many sensor suites are available to the user. Critical engine and flight data can be obtained from an air-vehicle and communicated in-flight to the user; and if necessary from the user back to the air-vehicle. Packaging feasibility of sensor suites for high mach flight will need to be explored for Phase 1: layout carrier frequency(ies) and bandwidth(s) required, define the needed accuracy of the sensors and their dynamic ranges. Sensors and communication suites will have to be robust to withstand high g maneuvers, small volume, lightweight, and possibly multifunctional in their capabilities. For example, operating temperatures will range from 400 degrees R (vehicle exterior) up to or exceeding 2000 degrees R for the engine. Pressures will vary from a few psi (atmosphere) to several hundred psi (working liquids). The Propulsion D irectorate is interested in measuring and acquiring the following data streams: pressure, heat flux, temperature and others that may be offered; however, the initial emphasis will be on innovation in the design architecture and packaging for the severe conditions of a vehicle in hypersonic flight. PHASE II: One or more prototype sensing system architectures will be designed, fabricated, packaged and tested (objective is to show flight worthiness). AFRL ground-based facilities will be available on a non-interfering basis, to demonstrate and evaluate the improved rugged sensor capabilities, if desired. DUAL USE COMMERCIALIZATION: A sensor system architecture for hypersonic flights will allow the Air Force to maximize acquisition of in-flight data that is most important for the characterization of vehicle and engine performance. These sensor suites would have the potential to become pervasive throughout DOD/NASA aero-space vehicles. Also, the potential would exist to identify probable system failures before they become catastrophic. These packaged system suites, capable of withstanding the extreme operating regimes experienced by hypersonic vehicles, would easily provide the type of data required by automobile manufacturers (internal combustion and/or future hybrid vehicles) and should ease the costs associated with automobile engine testing and development. REFERENCES: 1. Castracane, J.; Glow, L.P.; Wegener, S.; Seider, G., "64 channel fiber optic spectrometer for a dual wavelength interferometric pressure sensor array," Review of Scientific Instruments, Vol. 66,No. 6; pp.3668-71; June 1995. 2. Kidd, C.T.; Adams, J.C., Jr., "Fast-response heat-flux sensor for measurement commonality in hypersonic wind tunnels," Journal of Spacecraft and Rockets, Vol. 38, No. 5; pp.719-729; September/October 2001. 3. Acton, F., Best, D., Happe, R., Garner, E., "Flight Instrumentation and Sensors," Final Report Date: 01 July 1991; Media Count: 456 Page(s); Contract Number: F33657-86-C-2126; Report Number(s): ASC*-TR-94-9525; XC-NASP (ADB193452). 4. Heiser, W.H.; Pratt, D.T., "Hypersonic Airbreathing Propulsion", AIAA Education Series, 1994.
AF04-188 TITLE: Aero Propulsion and Power Technology TECHNOLOGY AREAS: Air Platform OBJECTIVE: Develop innovative technologies which provide major improvements in gas turbine engines, advanced propulsion systems, electrical power systems, and advanced fuels for manned and unmanned applications. DESCRIPTION: The Propulsion Directorate aggressively pursues and solicits innovative ideas that offer major performance advances in all areas of airbreathing propulsion, including turbine engines, advanced and combined cycle engines, fuels, and electrical power. Payoffs include increased aircraft and weapon system effectiveness, survivability, reliability and affordability. Turbine engine technology development is focused on delivering higher thrust-to-weight ratios, reduced cost, improved efficiency, and increased reliability. Advanced and combined cycle engine efforts are focused on developing innovative and high Mach airbreathing engines for future manned and unmanned applications. Fuel technologies are currently focused on improving the performance (thermal stability, low temperature properties, etc) of JP-8 through the use of additives. Finally, electrical power efforts (nonpropulsive) are focused on advanced techniques for power generation, energy storage, and power management and distribution for aircraft, spacecraft, and weapons, with a particular emphasis on directed energy weapons. Subsets of these technologies include innovative combustion measurement techniques, diagnostics, control techniques, microelectromechanical systems (MEMS), and engine related materials technologies. The intention is to enable Mach 8-10 strike/reconnaissance aircraft and provide affordable, on-demand access to space with aircraft like operations. Our current baseline is 6.4 Thrust to Weight, .860 SFC (SLS, Mil Power), $230/pound Fn, and $1300/EFH. Our goals are 12 Thrust to Weight, .74 SFC (SLS, Mil Power), $152/pound Fn, and $845/EFH maintenance (includes depot cost but not fuel costs) by 2010. Offerors are strongly encouraged to establish relationships with suppliers of the aerospace systems relevant to their research in order to facilitate technology transitions. Proposed efforts shall emphasize dual use technologies that clearly offer commercial as well as military applications. Proposals emphasizing spin-on technology transfer from the commercial sector to military applications are also encouraged. PHASE I: Develop the concept and perform analyses and subscale testing to demonstrate the feasibility of the proposed technology. Modeling and simulation are encouraged to guide the research. PHASE II: Provide detailed analytical derivations and prototypical device or hardware demonstrations. DUAL USE COMMERCIALIZATION: Military applications include satellite, spacecraft, aircraft, air-launch-missile, legacy fighter and bomber propulsion, and power technology for the military warfighter. Commercial applications include satellite propulsion, space propulsion, and air propulsion for commercial aircraft. REFERENCES: 1. Turbine engine affordability (fighter-aircraft engines), Stricker, Jeffrey, USAF, Research Lab., Wright Patterson AFB, OH [Stricker], 38th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, Indianapolis, IN, July 7-10, 2002, Reston, VA: American Institute of Aeronautics and Astronautics, Inc. 2. Air Force programs to reduce particulate matter emissions from aircraft, Corporan, Edwin; Roquemore, Mel; Harrison, William; Jacobson, Andy; Phelps, Donald, USAF, Research Lab., Wright-Patterson AFB, OH [Corporan], 38th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, Indianapolis, IN, July 7-10, 2002, AIAA Paper 2002-3722, Reston, VA: American Institute of Aeronautics and Astronautics, Inc. 3. Ultra-compact combustion technology using high swirl for enhanced burning rate, Zelina, Joseph; Ehret, Jeffrey; Hancock, Robert; Roquemore, W; Shouse, Dale; Sturgess, Geoffrey, USAF, Wright-Patterson AFB, OH [Zelina], 38th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, Indianapolis, IN, July 7-10, 2002, AIAA Paper 2002-3725, Reston, VA: American Institute of Aeronautics and Astronautics, Inc. 4. Propellant requirements for futureNBaerospace propulsion systems AU: Author, Edwards, Tim; Meyer, Michael L, USAF, Research Lab., Wright-Patterson AFB, OH [Edwards], 38th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, Indianapolis, IN, July 7-10, 2002, AIAA Paper 2002-3870, Reston, VA: American Institute of Aeronautics and Astronautics, Inc. 5. Optical diagnostics for characterizing advanced combustors and pulsed-detonation engines, Gord, J R; Brown, M S ; Meyer, T R, USAF, Research Lab., Wright-Patterson AFB, OH [Gord], 22nd AIAA Aerodynamic Measurement Technology and Ground Testing Conference, Saint Louis, MO, June 24-26, 2002, AIAA Paper 2002-3039, Reston, VA: American Institute of Aeronautics and Astronautics, Inc.
AF04-189 TITLE: Propulsion Health Management – Future, Legacy, and Integrated Power System Technology TECHNOLOGY AREAS: Air Platform OBJECTIVE: Develop integrated propulsion health management (PHM) technology for future and integrated power systems. DESCRIPTION: Engine health monitoring (EHM) is the basic monitoring of sensed parameters, like pressure, temperature, and speed, and the provision of this data for further analysis. During flight, engine performance data, which may include instrumented readings, are recorded and stored, either as streamed data or data snapshots that relate to specific flight events. After flight, and usually before the next sortie, the data is downloaded and processed. Typically, individual parameters are then plotted against time or speed and presented on two-dimensional graphs for human analysis. Personnel who carry out this work have to assimilate performance and cross-reference charts to provide an assessment of health and usage. These assessments are largely founded on individual experience, awareness of limits to identify threshold exceedances, and historical trending and projection. Timely advice is then provided to maintainers to preserve safety, plan scheduled maintenance, and assist in the selection of the most suitable aircraft for operations. This is a conservative approach that can be improved by direct monitoring and management of propulsion system modules and data generated to improve performance, provide accurate assessments of engine health, and increase the life of the propulsion system. To evolve condition-based maintenance, it is desirable to develop model based systems for diagnostics, information fusion, active component control, virtual sensing capability and calculation of useful remaining service life. There is also a need to provide accurate scheduling of maintenance events based on the calculation of the useful remaining service life. Aerospace power system health monitoring is the basic monitoring of voltage, frequency, and event timing, to evaluate out-of-tolerance limits. Fault logic sets conditions to protect critical components and wiring. Independent monitoring of generator, bus, and load conditions, communication, and storage of fault conditions is also accomplished. Diagnostics and fault protection on state-of-the-art systems can be extensive; however, modern systems do not assess system health. This is especially important in proposed more-electric systems with advanced generator designs. In these systems, failure modes and safety-related issues have not been completely addressed in current research activities. Advanced nnmanned air ehicles for example, will require higher levels of integration between full authority digital engine controls (FADECs) and the electrical power system as well as management of electrical component health and life. Development of PHM technology encompassing the engine control and electrical power system is desired for applications on all future advanced aircraft engines. Further development of integrated engine/power system technology will require modeling of interaction between the power system, engine, and vehicle. Development of novel, efficient architectures may be required in incorporating PHM into these new systems. The approach should consider integration of the PHM system to the engine FADEC. EHM systems must be applicable to upgrading current and future turbine engine diagnostic systems, including analysis, remaining useful service life, and offboard data logging and storage in a data warehouse. It is desired to demonstrate through simulation, the potential capabilities and benefits of employing life and performance models of the electrical system integrated with the turbine engine. Development of methodologies to predict wiring, generator, and control degradation is appropriate. PHASE I: The objective of the Phase I effort is to evaluate the feasibility of advanced health management technologies for EHM and Integrated Power System Applications. Novel sensors, mathematical algorithms, and architectures, including modeling and simulation at the system level are appropriate. The approach developed should address the suitability of employing an integrated FADEC (Full Authority Digital Engine Control) and EHM system in managing critical propulsion system requirements such as electric power and thermal management. PHASE II: The goal of the Phase II effort is to develop a prototype design (hardware and/or software) based on the Phase I EHM concepts evaluated. Demonstration of the integrated EHM system should be accomplished using both simulation and test hardware. Applicability of the system hardware and software for a real turbine engine application should be considered. DUAL USE COMMERCIALIZATION: The commercial applications for this technology are commercial aircraft engine controls, monitoring systems, auxiliary power systems (APUs), and aircraft main electrical power generation. The military applications include ground-based turbine controls, monitoring systems, and electrical power generation. REFERENCES: 1. Hardman, W., Hess, A., and Sheaffer, J., “SH-60 Helicopter Integrated Diagnostic System (HIDS) Program – Diagnostic and Prognostic Development Experience,” 1999 IEEE Aerospace Conference. 2. Bursch Paul, John Meisner, and Mark Jeppson, “Flight Control Maintenance Diagnostic System,” final report March 1993, WL-TR-93-3022.
AF04-190 TITLE: MEMS Based Sulfur Detection for Logistic Fuel-Based Fuel Cell Power Generators TECHNOLOGY AREAS: Air Platform, Sensors, Electronics, Battlespace OBJECTIVE: Develop a low-cost method for determining sulfur content in logistic fuel refor-mate effluent. DESCRIPTION: Currently, fuel cell-based, ground power generators are being developed by the USAF to replace aging diesel systems because the fuel cell replacements are generally more effi-cient, modular, and significantly quieter. Through a series of chemical and electrochemical proc-esses, these units convert military logistic fuel into premium power (Ref 1). The fuel cell cannot tolerate direct injection of JP-8 fuel. Instead, a fuel processor is incorporated upstream which catalytically oxidizes the fuel to hydrogen and carbon monoxide synthesis gas which is the prin-cipal fuel for the fuel cell module. The synthesis gas then continues downstream to the solid ox-ide fuel cell where it is converted to DC current through a high temperature electrochemical mechanism (800°C). Military logistic fuel (JP-8), however, nominally contains 300-400 ppm (max 3000 ppm) sulfur which consists primarily as dibenzothiophenes and related components (Ref 2, 3). If these sulfur containing compounds are not removed, they will permanently adsorb on the process units and cause considerable performance degradation to both the fuel processor and fuel cell elements. As a result, the logistic fuel is initially fed into a sulfur scrubber process unit which preferentially adsorbs sulfur containing compounds thus removing them from the process stream. In order to continuously remove these deleterious species, it is necessary to in-corporate multiple, parallel, regenerable sulfur scrubbing units which are upstream from the fuel processors. These systems operate by selectively adsorbing and removing the sulfur containing fuel constituents, thereby significantly decreasing fuel sulfur content. Once the sulfur scrubber reaches capacity, the feed is directed to a second bed and the saturated bed is regenerated in air. Currently, a timing algorithm, based upon fuel sulfur content, is used to predict when the bed will likely reach saturation. However, if the algorithm is incorrect and sulfur breaks through unpre-dictably, then significant damage will occur to the fuel processor and fuel cell. The USAF is seeking innovative strategies for detecting gas phase sulfur content for various constituents to a level of 10 to 150 ppmv at a resolution of ~1s. The sulfur detection technology must be able to operate at 300-400° and be able to resolve bulk sulfur in a background of aromatic and aliphatic hydrocarbons (Ref 4). PHASE I: Develop an innovative solution for detecting 10-150 ppmv of sulfur in a gas stream at a resolution of approximately 1 second. The result of this phase will be a bread-board prototype which demonstrates the proposed concept with corresponding data to substantiate that the pro-gram objectives have been met. Submitting an estimate of the performance capability and the an-ticipated size and cost of the finalized device shall be required. PHASE II: Produce prototypical sulfur detection units which can be readily integrated into the Government’s fuel cell-based power generators. Downselected parameters generated under the Phase I effort will be used as the design benchmark for this phase. At the conclusion of this phase, show the device is readily manufacturable. Significant evidence of the contractor’s ability to commercialize the proposed device will be required at the conclusion of this phase. Directory: osbp -> sbir -> solicitations solicitations -> Army sbir 09. 1 Proposal submission instructions dod small Business Innovation (sbir) Program solicitations -> Navy sbir fy09. 1 Proposal submission instructions solicitations -> Army 16. 3 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Air force 12. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Army 14. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Navy small business innovation research program submitting Proposals on Navy Topics solicitations -> Navy small business innovation research program solicitations -> Armament research, development and engineering center solicitations -> Army 17. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Navy 11. 3 Small Business Innovation Research (sbir) Proposal Submission Instructions Download 1.42 Mb. Share with your friends:
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