Army 17. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions

PHASE I: : Phase I shall reflect a generic Proof-of-Concept effort supported by computer modeling and simulation to demonstrate the new technology solution concept.

The new technology solution shall yield the following proof-of-concept capabilities and benefits as provided by the contractor and as demonstrated by the contractor through computer modeling and simulation:

The new technology solution shall be passive, requiring no action on part of the protected occupant to receive the increased safety benefits.

The new technology solution shall be demonstrated using an analytical model of an unencumbered and unrestrained Hybrid III 50th percentile standing male Anthropomorphic Test Device (ATD). The ATD shall have standing capability via an available conversion kit (HIII 50th percentile male Pedestrian ATD) to replace the seated ATD pelvis.

The new technology solution shall have no effect on occupant ingress/egress through the 61 centimeter(cm) diameter round hatch opening.

The new technology solution shall be effective for occupants experiencing a vehicle vertical lift-off velocity of up to 8.0 meters/second (m/s) in a g-force acceleration environment.

Effectiveness of the new technology solution shall be assessed by comparing ATD kinematics between baseline configuration and new technology solution configuration with maximum ATD head target excursion relative to the center of the hatch opening not to exceed 100 millimeters (mm) from baseline configuration.

Phase I concept demonstration and concept effectiveness of the new technology solution shall be delivered through an Interim and Final Report presentation of computer modeling and simulation results.

PHASE II: Phase II shall reflect the design and construction of physical prototypes of the new technology solution, design and construction of a generic test fixture with 61cm diameter round hatch opening to support the vertical accelerative tests, and new test procedures written to evaluate the Phase I concept new technology solution.

Contractor Phase II requirements:

Ten (10) or more physical new technology solutions shall be constructed for dynamic evaluation to demonstrate occupant ejection mitigation meeting requirements as outlined in Phase I.

A generic test fixture shall be designed and constructed to test the unrestrained, unencumbered Hybrid III 50th percentile male pedestrian ATD standing in the 61 cm diameter round hatch opening at nametag defilade position.

A new test method and procedure shall be written to use the developed test fixture with standing encumbered ATD to evaluate the new technology solution and to support the test plan.

The new test method referenced in the test plan shall include use of a dynamic upward vertical accelerative test device to simulate underbody blast conditions for a vehicle vertical lift-off velocity from 3.0 m/s up to 8.0 m/s (maximum) in a g-force acceleration environment. The new test method shall be used to evaluate the new technology solution.

Results from physical tests of the new technology solution in Phase II shall be compared to computer modeling and simulation results from Phase I through the use of statistical correlation of data.

The new technology solution shall be represented as either a virtual component or system-based solution and shall be supplied as a kit with hardware, attaching components and installation instructions for integrating the solution into a ground vehicle.

The new technology solution kit shall not exceed 25 kg.

Phase II test results of the operation, use, and effectiveness of the new technology solution shall be delivered through an Interim and Final Report.

PHASE III DUAL USE APPLICATIONS: Phase III shall reflect a commercialization effort to integrate the new technology solution to applicable military ground vehicles (e.g., Light Armored Vehicle (LAV), Bradley Fighting Vehicle, Abrams Main Battle Tank, Stryker).

REFERENCES:

1. Military Standard 810 (MIL-STD-810), Environmental Engineering Considerations and Laboratory Tests

2. Federal Motor Vehicle Safety Standard (FMVSS) 207, Seating Systems

3. Federal Motor Vehicle Safety Standard (FMVSS)208, Occupant Crash Protection

4. Federal Motor Vehicle Safety Standard (FMVSS) 209, Seat Belt Assemblies

5. Federal Motor Vehicle Safety Standard (FMVSS) 210, Seat Belt Assembly Anchorages

6. Federal Motor Vehicle Safety Standard (FMVSS 226), Ejection Mitigation

7. Scherer, R., "Vehicle and dummy response to an underbelly blast event", online report

KEYWORDS: passive, technology, ejection, mitigation, hatch, survivability

A17-110	This topic has been deleted from this Announcement

A17-111

TITLE: Tailored Adhesives for High-Strain-Rate Applications

TECHNOLOGY AREA(S): Materials/Processes

OBJECTIVE: The Army is looking to develop technologies that would provide lightweighting opportunities for current and future vehicles. Adhesive materials present two potential opportunities for lightweighting; use of an adhesive may reduce the number of bolts needed for a mechanically joined component, and adhesives may open the possibility for multi-material joints allowing for the incorporation of lighter-weight materials. To meet these opportunities, prospective adhesive materials would need to perform satisfactorily in very high strain rate loading situations like a blast event or under ballistic impact.

DESCRIPTION: Weight reduction is a major issue for ground combat systems with the keystone of weight reduction being joining technologies. Adhesive materials provide a light weighting opportunity for the Army's ground vehicles. The U.S. Army Tank Automotive Research Development and Engineering Center (TARDEC) is pursuing many innovative ways to reduce military ground combat vehicle weight, including materials. The benefits of new, lightweight materials are often, however, reduced or negated by the limited options for joining them. Adhesives could present a simple and effective method for joining and reinforcing joints, thereby facilitating lightweighting and avoiding weight penalties associated with traditional joining approaches.

Current high strain rate adhesives are designed to the upper end of strain rates seen in automotive events. These events are approximately 10-100 times slower than those encountered in blast and ballistic impacts. The objective of this project is to develop and benchmark adhesives capable of withstanding the strain rates seen in ballistic and blast events to use in lightweight joining on ground combat vehicles as well as (potentially) civilian and military aircraft.

Adhesive systems are often utilized together with mechanical fasteners, such as bolts to improve overall joint strength. The adhesives also have the ability to act as corrosion inhibitors. In theory the addition of the adhesive should result in fewer bolts being necessary to join parts, thereby reducing weight. Currently there are no adhesives designed specifically with high strain rate blast and ballistic events in mind, resulting in a technology gap that restricts the light weighting applications of adhesives.

PHASE I: During Phase I, the small business shall demonstrate the concept feasibility of the new joining technology by:

1. Understanding current joining methods, their limitations (to include costs), and developing mathematical models of adhesive joint strength during typical military ground combat vehicle events. (A brief study of joint design will be considered. (note 1 below))

The particular adhesive to be developed will be up to the small business. The tradeoffs and best value combination of the chemistries (epoxies, polyurethanes, etc.), form (paste, film, etc.), and type (contact, thermosetting, etc.) of adhesive will be determined by the small business.

The primary screening metrics will be environmental performance (high and low temperature; humidity). Adhesives will be characterized for tensile and shear behavior over strain rates ranging from 10^3 - 10^4/s. Other metrics (which will be collaboratively assigned varying scoring ‘weights’) will be shear strength, hardness, elongation, and tensile/peel characteristics (crack propagation). Since the majority of Army vehicles are steel or aluminum, adhesives will evaluated in their performance of joining these metals to themselves as well as to each other. Additionally, performance in the joining of additional materials (composite material joints, particularly Kevlar, s-glass, carbon fiber) to these two metals will be of interest. Also, it is expected that the adhesive, due to the limitations of anticipated stringent surface preparation requirements, will initially only be used in a manufacturing environment. If an acceptable (or nearly so), expedient adhesive with limited surface preparation requirements can be demonstrated, it will be considered.

The Phase I effort shall be structured to make a determination as to whether the adhesive should progress to Phase II. This determination will be made through testing - the best performers will be carried forward into subsequent development and characterization. A weighted Pugh analysis will be used to rank all developed and studied adhesives, incorporating multiple mechanical/dynamic tests, environmental durability considerations, and other factors such as sensitivity to the quality of surface preparation, as well as the duration and temperature requirements of the cure (see note 2 below). A successful Phase I effort will lead to a high performance adhesive for high strain rate applications, capable of joining dissimilar materials with a significantly lower integration burden than current joining systems.

Note 1 - The opportunities to incorporate adhesives into a new Army program-of-record vehicle are distant and limited. While providing an additional joining option to those programs will be valuable, the role we are hoping to position adhesives to be able to play is as a lightweighting option in engineering change proposal (ECP) upgrades/modifications to existing vehicles. As such, there will be a few insertion points and limited scope for joint redesign, since the ECPs are typically focused on subsystems, components, or replacements.

Note 2 – With regard to curing: thermal curing considered, room temperature curing is preferred. Additionally, the pot life of the adhesive may be a variable to consider in Phase II, as the manufacturing process(es) involved in the particular subsystem is impacted. Means / methods to manipulate the pot life / cure time could enhance consideration and adoption of adhesives in a defense manufacturing setting.

PHASE II: In Phase II, the small business will need to (Army will facilitate):

1. Work with a PM and / or a Prime to identify and develop a suitable application and a coupon / subsystem level application demonstration.

Note 1 – The small business will provide samples and the Army will independently validate the adhesive constituents, the application procedures, and performance of the coupon / subsystem demonstrator.

PHASE III DUAL USE APPLICATIONS: In Phase III, the small business will need to

1. Develop the manufacturing plan and processes to mass produce the adhesive in the quantities required by a military program.

Throughout all three phases, but particularly in Phase III the small business will be encouraged (and the Army will facilitate) to investigate the applicability of the developed adhesive to other applications/uses. Some options include helmets for Soldiers, football players, and racecar drivers. There could also be opportunities for use in the construction of earthquake resistant buildings and structures. Tire manufacturing could be another industry to consider.

REFERENCES:

1. High-strain-rate adhesives will support the development of lighter weight vehicles, which is necessary for “…a joint force that will be smaller and leaner, but will be agile, flexible, ready, and technologically advanced” (Army Capstone Concept TRADOC Pam 525-3-0 www.tradoc.army.mil/tpubs/pams/tp525-3-0.pdf

2. Light weight vehicles also support the Army Warfighting Challenge (AWFC) #12: http://www.arcic.army.mil/Initiatives/ArmyWarfightingChallenges

3. Conduct Joint Expeditionary Maneuver and Entry Operations: “How to project forces, conduct forcible and early entry, and transition rapidly to offensive operations to ensure access and seize the initiative.” Similarly, lighter combat vehicles are the sole focus of the Lightweight Combat Vehicle Science and Technology Campaign https://www.lbcg.com/media/downloads/events/411/day-1-1-of-2-dr-richard-j-gerth-ground-systems-survivability-tank-automotive-research-development-an.6713.pdf

KEYWORDS: High Strain Rate, Joining, Adhesives, Integration Burden, Multi-Material Joining, Dissimilar Material Joining, Armor Integration, Lightweighting, Weight Reduction, design optimization, manufacturing process, manufacturing processes, process, manufacturing materials, manufacturing processes, manufacturing equipment, manufacturing efficiency, assembly, manufacturing test, fabrication, production engineering, manufacturing engineering

A17-112

TITLE: High efficiency torque multiplication for military ground vehicle transmission

TECHNOLOGY AREA(S): Ground/Sea Vehicles

OBJECTIVE: Development of a technology capable of torque multiplication through conservation-of-energy and speed reduction operation. This capability is sought to address the energy inefficiency of existing torque converter transmissions in ground vehicle transmissions.

DESCRIPTION: Existing ground combat vehicles utilize low-efficiency torque converters to provide and extend the torque ratio coverage of geared transmissions. These types of devices are necessary to increase the engine torque to a level necessary to propel a vehicle, and to do so in a small volume. Identifying and developing technology within a new device to replace or supplement existing tramsmissions or inefficient transmission components would extend the sustainability of existing transmissions and increase vehicle performance. Minimizing the level of modification while maximizing the increase in performance would provide the optimum payoff of the technology proposed.

Torque multiplication is traditionally done through hydrostatic and hydrokinetic means. While effective at multiplying engine torque, each of these devices are fairly inefficient at transmitting the engine power. This inefficiency produces excess heat in both the engine and transmission systems, wasting energy and burdening the propulsion cooling system.

The Army is looking to increase energy efficiency in ground vehicles, which would improve mobility performance and mission capability. The goal of this topic is to develop a highly efficient variable-speed torque-multiplication technology, designed to meet the requirements of a ground vehicle. This military application of a transmission technology would have direct application to commercial vehicles. Heavy duty off-highway commercial vehicles often have similar torque-multiplication requirements of a transmission, which is where this new technology would apply commercially. Existing torque-converters are very inefficient under certain operation, which negatively impact vehicle performance (acceleration under high load, gradeability, and continuous operation without overheating). The technology should operate with continuously variable speed ratio and be practical to increase torque by 1 to 4 orders of magnitude with a power efficiency of 85-90%.

PHASE I: The objective is to identify the speed and torque requirements of a relevant military ground vehicle transmission or torque converter and to design and evaluate a torque-multiplication technology meeting those requirements, to a scaled size of at least 50%. The device should be capable of generating 500-1000 pound-feet of torque at the output, with a speed ratio of 0.30 and mechanical efficiency above 85%. A preliminary design of the system shall be proposed that includes all necessary software (controller, signal processing etc.) and hardware. The design should demonstrate high mechanical efficiency and include analysis identifying any sources of inefficiency in the design. The design should be constructed in a physics-based software model to simulate the proof of concept and validate key design features, specifications, and quantify the design efficiency.

PHASE II: The objective is to develop and build a functional device, designed to a scaled size of at least 50% of the torque and speed requirements of a target military ground vehicle. The device will be developed from both the completed results of Phase I and from component technology development within this phase. The complete system will be operationally tested and evaluated in a laboratory dynamometer facility through the specified speed and torque ranges to assess the design performance.

PHASE III DUAL USE APPLICATIONS: The objective is to transfer a full-scale prototype of the technology, designed to meet the torque and speed range requirements of a military ground vehicle, and to develop a commercialization pathway and Army insertion pathway for the technology.

REFERENCES:

1. "Research Needed for More Compact Intermittent Combustion Propulsion Systems for Army Combat Vehicles, "TARDEC Report No. TR13669, Nov. 1995

2. "Combat Vehicle Engine Selection Methodology Based On Vehicle Integration Considerations", Charles Raffa, Ernest Schwarz and John Tasdemir, US Army RDECOM/TARDEC, SAE No. 2005-01-1545, April 2005

3. "Super-Efficient Powershift and High Ratio Spread Automatic Transmission for the Future Military Vehicles", SAPA Transmissions, Ground Vehicle Systems Engineering and Technology Symposium (GVSETS), August 2014

KEYWORDS: Transmission, torque multiplication, CVT, continuously variable transmission, infinitely variable transmission, high efficiency, advanced propulsion