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

REFERENCES:

1. “PERFORMANCE SPECIFICATION; BATTERY, RECHARGEABLE, SEALED, 6T LITHIUM-ION,” MIL-PRF-32565, https://assist.dla.mil.

2. Kim, Taesic, Wei Qiao, and Liyan Qu. "A series-connected self-reconfigurable multicell battery capable of safe and effective charging/discharging and balancing operations." Applied Power Electronics Conference and Exposition (APEC), 2012 Twenty-Seventh Annual IEEE. IEEE, 2012.

3. F. Baronti, R. Di Rienzo, N. Papazafiropulos, R. Roncella, “Investigation of series-parallel connections of multi-module batteries for electrified vehicles,” Electric Vehicle Conference (IEVC), 2014 IEEE International, pages 1 – 7, 17-19 Dec. 2014.

A18-097

TITLE: Rapid Test Method to Quantify Corrosion Inhibitor Lubricity Improver Fuel Additive

TECHNOLOGY AREA(S): Ground Sea

OBJECTIVE: Develop a portable instrument or method for the rapid measurement of corrosion inhibitor/lubricity improver in military fuel.

DESCRIPTION: In certain field situations the Army is required to field additize commercial jet fuel with military fuel additives to make it acceptable for use in military air and ground equipment [1]. The Army would like to develop a light weight portable instrument or simple field method for the determination corrosion inhibitor/lubricity improver additive concentrations in military fuels. Analysis of fuel additive concentrations is critical to the Army for ensuring the proper additive levels during fuel distribution and in the additive injection processes, as too much or too little additive can lead to mechanical and fuel stability problems. Instrumentation must be portable and able to operate off battery power in field conditions, total weight for the solution will be under 10 pounds. The threshold ability of the instrument/method is being able to detect and quantify corrosion inhibitor/lubricity improver (0 – 36 ppm) [2] as required in JP-8 fuel [3]. Additional objective detection goals for the instrumentation/methodology include the detection and quantification of static dissipater (quantity to be able to provide a measurable conductivity between 0 – 1050 picosiemens per meter), fuel system icing inhibitor additives (0 – 2250 ppm) [3], and incidental contaminants. The Army’s goal is to use the device for testing fuel samples and/or monitoring fuels for correct additive levels to ensure the proper function of fuels.

PHASE I: Develop an approach for the design of a portable analytical instrument(s) that is capable of analyzing fuels to determine the concentration of corrosion inhibitor/lubricity improver and other fuel additives. Conduct proof of principle experiments supporting the concept and providing evidence of the feasibility of the approach.

PHASE II: Develop, build, and demonstrate a prototype portable analytical instrument(s) or methodology that is capable of analyzing fuels to determine the concentration of corrosion inhibitor/lubricity improver and other fuel additives. The prototype shall be delivered to the government.

PHASE III DUAL USE APPLICATIONS: Technology developed under this SBIR could have a significant impact on commercial and military fuel distribution and field additive injection processes, the intended transition path is into the Army’s Petroleum Expeditionary Analysis Kit or alternatively the Petroleum Quality Analysis System - Enhanced.

REFERENCES:

1. Schmitigal, Joel; Bramer, Jill, “JP-8 and Other Military Fuels (2014 UPDATE),” 17 June 2014.

2. Military Performance Specification MIL-PRF-25017H w/Amendment 1, “Inhibitor, Corrosion/Lubricity Improver, Fuel Soluble,” 25 March 2011.

3. Military Specification MIL-DTL-83133J, “Turbine Fuels, Aviation, Kerosene Types, NATO F-34 (JP-8), NATO F-35, and JP-8+100,” 16 December 2015.

A18-098

TITLE: Preview Sensing Suspension

TECHNOLOGY AREA(S): Electronics

OBJECTIVE: The goal of this SBIR is to reinvestigate the feasibility of preview sensing suspension by leveraging private industry autonomous preview sensing technology and modifying it for an off-road military application.

DESCRIPTION: Preview Sensing Suspension technology was originally investigated through the SBIR process in 1997. A Phase 1 and Phase 2 SBIR titled “Active Suspension Using Preview Information and Model Predictive Control” was awarded to Scientific Systems Company, Inc. At the conclusion of Phase 2 it was determined that the concept would have to wait until a future date when technological advancements could achieve the maturity required to successfully execute this concept. The technological shortfalls included radar and sensor technology and processing speed. The radar technology was difficult to calibrate for the needed resolution and range. The sensors that met the required high frequency range generated so much noise that the data was inundated and almost unusable. Once significant effort was put into refining the data limitations it was then determined that the processing speed wasn’t fast enough to receive, process, and respond before the vehicle reached the identified terrain. A significant lesson learned during the original investigation was that a Kalman Filter, linear quadratic estimation, was not able to isolate the dynamic motion of the vehicle when processing the terrain data acquired by the radar and sensors. Any future work would require control algorithm development that includes significant understanding of vehicle dynamics.

PHASE I: Conduct a feasibility study to determine if technology has reached a maturity that addresses the challenges that were identified during the initial investigation. The study should address the technological improvements and how they will be utilized throughout the project. The study should also define what the physical design may be, conduct mobility analysis’s to determine any positive or negative mobility of incorporating a system, and determine the scalability of a system to be included onto larger tracked or wheeled vehicles.

PHASE II: The focus of phase II will be more on the physical design, implementation, and testing of the preview sensing suspension. A prototype system shall be constructed and installed in a vehicle to conduct physical testing and analysis to prove the validity of the technology.

PHASE III DUAL USE APPLICATIONS: This SBIR will focus on the further development of the preview sensing system for military application and the integration and production of the system at low rate manufacturing levels for military vehicles and potentially carrying over to the commercial sector.

REFERENCES:

1. https://www.sbir.gov/sbirsearch/detail/300950

2. https://link.springer.com/article/10.1007/BF02943668?no-access=true

3. http://www.sciencedirect.com/science/article/pii/095915249380005V

4. http://www.sciencedirect.com/science/article/pii/S1474667016392606

TECHNOLOGY AREA(S): Ground/Sea Vehicles

OBJECTIVE: To develop, examine, and evaluate the plausibility of diesel engine in-cylinder wear coatings to reduce high power density diesel engine friction and fuel consumption while maintaining military engine acceptable durability and reliability targets.

DESCRIPTION: Future military combat engines require very low heat rejection and high engine power density in order to aid in minimizing the overall propulsion system size. Such engine performance characteristics include fundamental power cylinder tribology challenges associated with high in-cylinder temperatures and pressure inherent of low heat rejection diesel engine technology. One possible technology to aid in addressing such challenges are durable in-cylinder coatings capable of enduring mixed and boundary lubrication regimes at high oil temperatures over noticeably longer portions of the cycle time than standard commercial four-stroke diesel engines. An additional benefit from such coatings is possible engine friction reduction that correlates to reduced fuel consumption based on the particular duty cycle.

The objective of this topic is to develop, examine, and evaluate in-cylinder wear coatings for high output, low heat rejection two and four stroke diesel engines that are durable, reduce engine friction by 15%, and decrease fuel consumption by 2% to 5 % based on engine speed and load. Such engines must operate on military fuels including DF-2, JP-8, and F-34 while utilizing 15W-40, OW-30, and 0W-20 oils for lubrication and cooling purposes. Additionally, such military engines must be able to operate under stringent desert like operating conditions nominally in the 125 F ambient temperature range that include engine oil sump temperatures exceeding 260 F.

PHASE I: Identify and assess possible in-cylinder wear coatings that are plausible under the conditions described in the description section and also provide a relevant bench top demonstration of possible engine targeted candidates. Such an effort should include any necessary analysis to support coating selection candidates along with necessary material (composition) analysis. The outcome of this phase should be a selection of wear coating candidate(s) for evaluation in phase II.

PHASE II: Demonstrate and validate the performance of the chosen phase I candidate wear coatings in a multi-cylinder two or four stroke diesel engine at relevant military operating conditions. Such a demonstration should focus both on the durability of the wear coating(s) and any associated engine friction and fuel consumption reductions.

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

A18-100

TITLE: High Voltage Wide-Bandgap Motor Controller

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

A18-102

TITLE: Rapid, Transient, CFD-Based Solver for Human and Vehicle Thermal Signature Prediction

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.