Army 18. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions

3. R. Daniels, J. Murdock, TS Rappaport, and R. Heath, “60 GHz Up Close and Personal,” IEEE Microw. Mag. 11, 44 (2010)

4. JS Vaughan-Nichols, “Gigabit Wi-Fi Is on Its Way,” IEEE Computer 43, 11 (2010).

5. T. Baykas, C.-S. Sum, Z. Lan, J. Wang, MA Rahman, H. Harada, and S. Kato, “IEEE 802.15.3c: The First IEEE Wireless Standard for Data Rates over 1 Gb/s,” IEEE Comms. Mag. 114 (July 2011).

6. TS Rappaport, J. Murdock, and F. Gutierrez, “State of the Art in 60-GHz Integrated Circuits and Systems for Wireless Communications,” Proc. IEEE 99, 1390 (2011).

7. https://en.wikipedia.org/wiki/BGM-71_TOW

8. http://www.designation-systems.net/dusrm/m-71.html

KEYWORDS: 60 GHz, Covert Wireless Link, Wireless Missile Guidance, Adaptive Covert Wireless Link, 60 GHz LAN

TECHNOLOGY AREA(S): Air Platform

OBJECTIVE: To develop and demonstrate a highly robust and reliable speed sensor for an aviation diesel engine turbocharger with speeds as high as 250,000 rpm.

DESCRIPTION: Both the US Army and US Airforce have a critical need for a turbocharger speed sensor for the UAV engines that can provide accurate shaft speed sensing. The highest priorities are that the sensor be robust, reliable, easy to install, and suited for rigorous operation in a military environment. At shaft speeds coinciding with resonant frequencies in the turbocharger, the blades on the compressor or turbine wheel may fail, destroying the turbocharger, and likely leading to loss of aircraft. Accordingly, the shaft speed parameter is critical to the safe operation of the turbocharger, and the air vehicle as a whole. To use with currently deployed hardware, the sensor must be able to measure speeds as high as two hundred and fifty thousand (250,000) rpm, with as many as 20 blades on the compressor wheel. The compressor blades are made of titanium, a metal which can be problematic for eddy current sensors. Because this is an aircraft application, weight is critical. Therefore, the sensor itself, and any required signal conditioners, or accessory hardware must weigh three pounds or less. The measurement system should be powered by 28 VDC power. The system should provide a voltage output that is linearly proportional to the shaft speed which can be read by the engine control unit. The system must be able to perform in the extreme environments found at altitude, where the pressure may be as low as 30 kPa (absolute), and the temperature as low as -40 °C, while compressor outlet temperature may reach as high as 200 °C. Vibration levels may reach as high as 100 g. The system should be able to perform with high reliability for no less than 500-hr under such conditions. With these requirements met, a turbocharger speed sensor could be incorporated into the operating logic of the engine control unit, thereby reducing the risk that the engine faces due to resonant modes. With the risk abated, the Army UAV engines will perform more reliably and provide the warfighter with continuous intelligence, surveillance, and reconnaissance. The sensor technology developed through the SBIR process could be widely implemented in the general aviation industry, commercial ‘drone’ industry, and in defense applications.

PHASE I: Develop a speed sensor concept that can meet the Army requirements of turbocharger shaft speed of up to 250,000 rpm with an accuracy of +/- 2% , temperature range of -40°C to 200 °C, power supply of 28 VDC, up to 100 g acceleration, and at least 500-hr endurance test. Any required operating conditions will be provided by the Army once the contract award is made. Provide the analysis results of the concept speed sensors compared with the existing off-the-shelf ones. CAD models should be supplied to the Army to determine interface compatibility with the existing Army engines. The manufacturability of the proposed technology should be assessed, and methods and equipment capable of production should be identified.

PHASE II: Develop and demonstrate the technology and manufacturing methods. Assess and quantify the measurement capabilities of the turbocharger speed sensor in realistic operating conditions in terms of temperatures and flowrates. Parameters for assessment include the Army requirements including turbocharger shaft speed of up to 250,000 rpm with an accuracy of +/- 2% , temperature range of -40°C to 200 °C, power supply of 28 VDC, up to 100 g acceleration, at least 500-hr endurance test, and electronic noise level. In addition, system complexity and ease of installation will be assessed. Manufacturing assessment will evaluate the method, repeatability, and tolerance-holding capability. Deliverables include a demonstration of the prototype sensor, a formal report, and comprehensive test and analysis results.

PHASE III DUAL USE APPLICATIONS: Commercialize the technology for use by the department of defense, and private commercial sector. It is expected that the technology would be widely applicable in the general aviation industry, as well as the commercial ‘drone’ industry. Success of the project would lead to more advanced and reliable propulsion systems for future DoD UAV systems.

REFERENCES:

1. Szedlmayer, Michael, and Chol-Bum M. Kweon. Effect of Altitude Conditions on Combustion and Performance of a Multi-Cylinder Turbocharged Direct-Injection Diesel Engine. No. 2016-01-0742. SAE Technical Paper, 2016.

2. Kim, Kenneth, Szedlmayer Michael, and Kweon Chol-Bum M. “Altitude and Fuel Property Effect on Aviation Diesel Engine Combustion: A First Look.” Turbine Engine Technology Symposium, 2016.

3. Kech J., R. Hegner, and Mannle T. “Turbocharging: Key technology for high-performance engines.” MTU online, January, 2014.

4. Schweizer, Bernhard, and Mario Sievert. "Nonlinear oscillations of automotive turbocharger turbines." Journal of Sound and Vibration 321.3 (2009): 955-975.

5. Kirk, R. G., A. A. Alsaeed, and E. J. Gunter. "Stability analysis of a high-speed automotive turbocharger." Tribology Transactions 50.3 (2007): 427-434.

6. Holmes, R., M. J. Brennan, and B. Gottrand. "Vibration of an automotive turbocharger–a case study." Proceedings 8th International Conference on Vibrations in Rotating Machinery. 2004.

7. Gunter, Edgar J., and Wen Jeng Chen. "Dynamic analysis of a turbocharger in floating bushing bearings." ISCORMA-3, Cleveland, Ohio (2005): 19-23.

8. Wang, Zheng, et al. "Time-dependent vibration frequency reliability analysis of blade vibration of compressor wheel of turbocharger for vehicle application." Chinese Journal of Mechanical Engineering 27.1 (2014): 205-210.

KEYWORDS: Speed sensor, eddy current sensor, turbocharger, supercharger, proximity sensor, unmanned aerial system, compression ignition, altitude, aviation, boost, performance, reliability

A18-027

TITLE: Liquid Ammonia Reserve Batteries for Electronic Fuzing

TECHNOLOGY AREA(S): Weapons

The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), which controls the export and import of defense-related material and services. Offerors must disclose any proposed use of foreign nationals, their country of origin, and what tasks each would accomplish in the statement of work in accordance with section 5.4.c.(8) of the Announcement.

OBJECTIVE: The objective of this topic is to investigate the liquid ammonia system in a reserve battery format as a viable power source for current and future electronic fuzing applications, in particular those developed for medium-caliber (30- and 40-mm) projectiles.

PHASE I: Investigate appropriate candidate anode and cathode materials to meet the desired performance targets and for storage stability. In particular, explore electrode pairings that may increase the working cell voltage to 3 volts or higher, at a current density of 40 mA/cm2, for a discharge time of 15 seconds, at -45 degrees F. Demonstrate the performance of the selected materials in laboratory cells.

PHASE II: Develop optimized compositions and fabrication processes for the electrode materials that were selected as the result of Phase I activities. Design and fabricate prototype battery hardware appropriate to the IRAP fuze application. The IRAP application requires a reserve-type battery that is 0.350” in diameter and 0.400” in length. The battery must be able to provide 40 mA of current at a minimum of 3 volts within 100 milliseconds of being activated, at temperatures down to -45 degrees F. Discharge life must equal or exceed 20 seconds. The battery must survive and function properly while experiencing setback forces up to 20,000 G and continuous rotation at 3600 revolutions per minute. Produce prototype IRAP batteries and conduct laboratory performance validation testing of the prototype design.

PHASE III DUAL USE APPLICATIONS: Successful completion of the preceding efforts will make the developed technology applicable to the three medium-caliber Army fuze programs mentioned previously (ANLM, LW30, and IRAP). In addition, the liquid ammonia system may also be applicable to large-caliber fuzing applications, as it can sustain significantly higher discharge rates than the lithium/oxyhalide system with the benefit of improved safety. As such, it might be inserted into an application such as the Navy’s Multi-Function Fuze (MFF) which also had activation time requirements that the lithium system was greatly challenged to meet. Therefore, the developer shall pursue resources to commercialize this technology internally, or offer it to a qualified manufacturer, such as a member of the existing fuze battery industrial base, as the required material processing and device fabrication and testing would likely be not too dissimilar from what is currently being done with the existing fuze battery systems. Unfortunately, it has historically been very challenging to identify commercial (consumer) applications for fuze-type batteries, where design trade-offs are made to enhance their use as single-use, moderate-to-high power, short-lived devices, capable of operating in extreme physical environments, characteristics which are quite different from those sought by the consumer market. Typically, cost alone would make these types of batteries unappealing for non-military uses.

REFERENCES:

1. J. C. Daley, “FC-2 Liquid Ammonia Reserve Battery, Status of Prototype Study,” Naval Ordnance Laboratory Corona Report 655, 1 November 1966.

2. Printz, “Pursuit Deterrent Munition Reserve-Cell Ammonia Battery Redesign Analysis,” U.S. Army Armament Research, Development, and Engineering Center, Picatinny Arsenal, NJ, Technical Report ARFSD-TR-91009, April 1991.

3. D. Linden, “Reserve Batteries,” Chapter 16, Handbook of Batteries, Third Edition, 2002.

KEYWORDS: Liquid ammonia, fuze, projectile, reserve battery

A18-028

TITLE: Munition Maneuver Technologies

TECHNOLOGY AREA(S): Weapons

OBJECTIVE: Demonstrate control mechanism technology for munitions to improve performance along the axes of maneuverability, gun launch survivability loading scales, and/or size-weight-power of components.

DESCRIPTION: Gun-launched guided munitions are of tremendous interest to the U.S. Army. These technologies offer more accuracy, extended range through glide, more favorable terminal approach for lethality, and the ability to engage advanced threats like partially hidden (defilade) and moving ground and air targets. The M982 (Excalibur), fielded in the mid-2000s, is a guided artillery projectile which delivers the warhead to within about 10m of the target compared with traditional unguided artillery which have a delivery accuracy of about 200m. The M1156 (Precision Guidance Kit) was introduced in the mid-2010s and is a low cost fuze-replacement guidance kit for stock-piled artillery munitions which delivers the warhead approximately 50m from the target. Research conducted 10+ years ago was pivotal in providing these capabilities to the U.S. Army. As an example, the concept of the spin-stabilized artillery fuze kit that M1156 performance relies on was initially published in the Journal of Spacecraft and Rockets in 19751.

Current gun-launched guided munition technologies are limited to indirect fire against stationary targets on the ground. Enhanced control mechanism technologies (e.g., actuator speed, torque) could increase the maneuverability of aerodynamically controlled vehicles and ultimately result in advanced weapons system capabilities such as: extreme range extension, enhanced maneuver authority which enables intercepting moving ground and air targets, and increased trajectory shaping that could be used to change the mid-course path of the projectile or control the terminal approach angle to maximize lethality.

Several operational constraints have limited the effectiveness of actuation technology that is conventionally used in guided missiles to their gun-launched counterparts. The gun launch event imposes severely high structural loadings as the projectile is accelerated from stationary to muzzle velocities exceeding 4 times the speed of sound. On-board components such as actuators must survive these loads during launch. There are some actuation technologies which have been demonstrated to survive the indirect fire launch environment (peak loads ~20,000 Gs) but very little research conducted to meet requirements for any other launch environments (e.g., direct fire) where loads can exceed 60,000 Gs. Additionally, actuation technologies have primarily been form factored into large caliber munitions but a much wider range of applications (e.g., small-medium caliber direct fire, grenades, shoulder-launched munitions, small mortars) could be guided if small, robust actuation technologies existed. Finally, achieving sufficient torque and speed with conventional motors has typically been achieved with complex and precise custom gearing which increases the cost of the system. Thus, advancements of actuation technologies in speed, torque, size, and survivability with reduced cost would benefit the guided weapons community.

Small business specializing in areas such as precision motion solutions may offer unique actuation technologies which could provide enhanced characteristics to enable these future gun-launched guided munitions capabilities. Innovative solutions in electro-mechanical design, power conditioning, feedback sensing, embedded processing, and control algorithms are encouraged, for example, to enhance the actuator speed (>1200deg/s), torque (>1N-m aerodynamic loads), backlash (<1% nonlinearity), size (<20cm3) and power (<100mA-hr at 12V) specifications over existing motor and servomechanism technologies for short duration (<5min) operation in this environment subject to extreme structural loadings (>40,000 Gs) at launch.

Commercialization of this technology will result in licensing and sales to the military for guided weapons programs. Other applications that may benefit from commercialization of small, fast, high torque, linear, low cost flight actuators include the drone community.

PHASE I: Conceptualize control actuation technologies for enhancing maneuverability of high-G survivable, small munitions. Apply physics-based modeling of the dynamics to design and characterize the performance of the software (e.g., control algorithm) and hardware component technologies. Ensure that extreme environment constraints (e.g., loading at gun launch) are considered appropriately. Perform simulations and provide models and results to assess technical feasibility along performance metrics of speed, torque, backlash, power budget, and survivability. Conduct limited experiments (e.g., breadboard components in lab, component response on shock table) to validate some aspects of modeling and simulation.

PHASE II: Employ advanced laboratory experimental characterization to perform system identification and develop a full-spectrum performance model of the technology (for example to use in modeling and simulation). Conduct dynamic wind tunnel experiments to assess performance in a well-controlled, realistic environment. Air-gun, and gun-launched firings of the technology to determine the survivability of actuation components as well as open- and closed-loop controlled (i.e., maneuvering) flights for demonstration in a ballistic environment. These activities validate the estimates of speed, torque, backlash, power budget, and survivability to confirm that the technology meets the performance requirements. Provide results to the technical and user (in this case the Fires and Maneuver Centers of Excellence would be the most relevant organizations) communities for consideration in generating requirements for future gun-launched guided munitions.

PHASE III DUAL USE APPLICATIONS: Improve market competition and act as a component technology provider to industry weapons systems integrators (e.g., Raytheon Missile Systems, Lockheed-Martin Missiles and Fire Control, Orbital ATK) for these novel control mechanism technologies in future weapons systems (e.g., High Explosive Guided Mortar).

REFERENCES:

1. Regan, F.J. and Smith. J., "Aeroballistics of a Terminally Corrected Spinning Projectile" Journal of Spacecraft and Rockets, Vol. 12, No. 12 (1975), pp. 733-738.

KEYWORDS: guided weapons, maneuver technologies, control actuation, gun launched munitions

TECHNOLOGY AREA(S): Electronics

The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), which controls the export and import of defense-related material and services. Offerors must disclose any proposed use of foreign nationals, their country of origin, and what tasks each would accomplish in the statement of work in accordance with section 5.4.c.(8) of the Announcement.

OBJECTIVE: Develop a direct wideband (WB) analog-to-digital conversion (ADC) capability for all types of radar systems to improve performance capability and reduce costs.

DESCRIPTION: The U.S. Army is seeking research and development in Wideband (WB) direct sampled digital downconversion technologies that can be implemented for use with all types of radar systems - past, present, and future. Many radar systems currently utilize two or three analog frequency downconversions and other signal processing operations prior to the conversion to digital inphase signal (I) and quadrature phase signal (Q) data. With multiple mixers, filters, and local oscillators (LO), these systems have variable performance over time requiring manual adjustments to maintain adequate performance. As these systems age, they require technical refreshing (tech refresh). There exists the opportunity to simplify the system and reduce the cost of the tech refresh. Operational availability for these systems can be below military benchmarks, while maintenance costs are increasing due to parts obsolescence.

Digital technology has matured rapidly over the past two decades with the state of the art now defined by, among other applications, software defined radio. However, radar requirements present unique challenges in the art of signal design, signal transmission, reception, and signal processing. As far as the radar receiver is concerned, the development of an advanced, robust, truly direct WB ADC could replace the entire radar receiver subsystem. It could reduce the receive to a simple filter, low noise amplifier, and the direct WB ADC, with no stages of mixing.

New radar systems will also be able to make use of direct WB ADC. Future trends will call for pluralities of smaller networked radar systems that are inexpensive yet achieve desired performance. The direct WB ADC will enable this by providing much of the radar receiver processing, requiring no mixers or associated LOs, with an corresponding reduction in analog hardware. The cost and performance is a major factor of a direct WB sampling approach that can be achieved by developing a direct WB ADC for the L band and beyond. It is anticipated that the new system will have fewer parts therefore reducing maintenance costs and more cost-effective tech refreshes.