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

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

A18-104

TITLE: Scalable, Non-Traditional Additive Manufacturing printing of inexpensive metallic structures

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:
- A minimum of three metallic alloys will be demonstrated
- Test samples showing feature fidelity of a maximum of 1/8"
- Advance process control & add in-process inspection
- Detailed post processing requirements: process times, equipment, and size limitations
- Deliverables include process development documentation, test samples that include intentional designed complex features and internal cavities, material tests results and the prototype system developed under this effort.

PHASE III DUAL USE APPLICATIONS: In the final Phase of the project, the contractor shall determine the capabilities for process control and the development of a strategy for qualification. Additionally, the contractor shall integrate and test the solution on several production parts and demonstrate a path to commercialization and certification.

Since this is the development of a new additive manufacturing process, the technology should easily transition to other Federal Agency and Private Industry. Military applications include aluminum transfer cases and titanium hatches for Navy ships. Commercial applications are widespread and include produces such as titanium suspension components for the automotive industry and aluminum seat frames for the aerospace industry.

REFERENCES:

1. Shea, R., Santos, N., Appleton, R., “Additive Manufacturing in the DoD - Employing a Business Case Analysis”, Troika Solutions, LLC, November 16, 2015.

2. Sanders, L., “Implications of Additive Manufacturing Deployed at the Tactical Edge”, Defense Acquisition University Aberdeen Proving Ground United States, 15 Apr 2015. http://www.dtic.mil/get-tr-doc/pdf?AD=AD1016539

3. Zimmerman, B, Allen, E., "Analysis of the Potential Impact of Additive Manufacturing on Army Logistics”, Naval Postgraduate School Monterey Ca, Dec 2013. http://www.dtic.mil/get-tr-doc/pdf?AD=ADA620821

4. Hormozi, A. M. “Means of transportation in the next generation of supply chains”, SAM Advanced Management Journal, 2013, 78(1), 42–49.

KEYWORDS: Additive Manufacturing, Multi-Materials, 3D Printing, Metallic Alloys, Portable, Joining, Scalable, Near-Net-Shape

A18-105

TITLE: Development of a Modular, Open-Architecture, Open Source, Integrated, and Validated Mobility Prediction Capability

TECHNOLOGY AREA(S): Electronics, Ground/Sea Vehicles

OBJECTIVE: Develop a Modular, Open Architecture, Open Source, Integrated, and Validated Mobility Prediction Capability that is suitable for on-and off-road trafficability assessment for commercial and military vehicles

DESCRIPTION: Currently, the NATO Reference Mobility Model (NRMM) is the only NATO recognized numerical modeling tool for assessing mobility objectives, but it is also broadly understood to be theoretically limited and difficult to adapt to contemporary vehicle design technologies and to implement within modern vehicle dynamic simulations.

The proposed capability will abstract and expand the basis for the legacy NRMM to define the Next Generation NRMM (NG-NRMM) to be any innovative mobility modeling and simulation capability (M&S) that develops and facilitates interoperation with current and evolving M&S capabilities including: geographic information systems (GIS), physics based vehicle dynamics, physics based terramechanics, vehicle intelligence, as well as uncertainty quantification supporting probabilistic M&S. Geographic information systems (GIS): which are critical to building the required terrains needed to support coalition mission planning and operational effectiveness analyses. Properly characterizing terrain is critical to generate accurate, operationally-relevant ground vehicle performance results using the Next-Generation NRMM (NG-NRMM). In order to achieve this, the NG-NRMM must be able to import and aggregate remotely-sensed Geographic Information System (GIS) data and generate terrains that can be analyzed in the NG-NRMM vehicle / terramechanical analysis software. physics based vehicle dynamics are critical to evaluating more accurately the system and sub-system level performance criteria. High fidelity physics based vehicle dynamics is critical to vehicle terrain interaction (VTI). At the same time capturing the accurate soil mechanical properties such as internal friction, cohesion are critical to evaluating soil such as soft soil and for VTI. This is possible with physics based terramechanics modeling. The emergence of intelligent ground vehicles and their dependence upon quantitative analysis of mobility has infused terrain vehicle systems modeling with a new relevance and broader scope than ever before. Mobility metrics and analysis for robotics and VI is a very active and prolific research area and is an essential element of a NG-NRMM from two application perspectives: 1) Inclusion of robotics and VI in mobility metrics and assessments for operational planning, acquisition, and design; 2) Embedding NG-NRMM models and metrics into robots and VI algorithms because they are standards for mobility assessment and decision making. Also Propagation of variabilities of terramechanics input parameters to mobility, such as speed-made-good, are critical for generation of stochastic mobility map

With the research and development of the physics behind these capabilities as well as the rapid advancement of technologies such as high performance computing, this proposal of developing open architecture, open source, integrated, verified and validated mobility capability a reality. This capability will also enhance interoperability of ground vehicles used in multi-national missions.

PHASE I: During the Phase I effort the contractor shall perform a feasibility study of NG-NRMM being any ground vehicle mobility modeling and simulation architectural framework that is applicable to the full range of vehicle geometric scales and shall able to model, geometric information systems, physics based vehicle dynamics, physics based vehicle–terrain interaction system, intelligent vehicles (autonomy), uncertainty quantification, verification and validation.

PHASE II: During the Phase II effort contractor shall develop, demonstrate, and validate an NG-NRMM prototype capable of being any ground vehicle mobility modeling and simulation architectural framework studied in Phase I and shall provide, standard and evolving M&S methods, modular interoperability, portability, future expansion, verification and validation scales, benchmarks appropriate to multiple levels of theoretical, geometric, and numerical model resolution.

PHASE III DUAL USE APPLICATIONS: The prototype developed under Phase II shall be fully developed and transitioned to commercialization of NG-NRMM capable M&S toolset with a potential to demonstrate on a Next Gen Combat Vehicle (NGCV) Virtual Prototyping project. Consisting of 55 members from 15 nations from both military and commercial entities in NATO NG-NRMM Research Group, this product has strong dual-use potential, and will be useful not only among defense industry, but also in commercial vehicle development industries.

REFERENCES:

1. Gorsich, D., et al., “The Next Generation NATO Reference Mobility Model Development,” Paper No.
STO-MP-AVT-265-11, NATO Specialists’ Meeting AVT-265/RSM-044 on Integrated Virtual NATO Vehicle
Development, Vilnius, Lithuania, May, 2017 (Public Release)

2. McCullough, M., Jayakumar, P., Dasch, J., and Gorsich, D., “The Next Generation NATO Reference

3. Dasch, J., and Jayakumar, P., editors, “Next-Generation NATO Reference Mobility Model (NRMM),”

TECHNOLOGY AREA(S): Ground/Sea Vehicles

OBJECTIVE: Develop smart linkage mechanism to unfold 63-foot-long scissor type Bridge with mechanical advantages other than traditional cable-pulley and built-in hydraulic linear cylinder launchers. The expected concept and layout of the design can be adapted to rapid launch and retrieval movement, light in weight and easy interconnection with electrical or hydraulic servo systems for programmable motion profile and control algorithm.

DESCRIPTION: This SBIR topic will deliver a novelty design and technology by applying a linkage mechanism to unfold Army Armored Vehicle Launched Bridge (AVLB).

Army AVLB is based on a tank chassis, but instead of the tank's gun turret, it is equipped with a bridge launcher integrated into the chassis and mounted on top. When emplaced, the bridge is capable of supporting tracked and wheeled vehicles with a military load bearing capacity up to Class 85. The bridge can be retrieved from either end. During deployments, bridge emplacement can be accomplished in 2 minutes, and retrieval can be accomplished in 10 minutes under armor protection.

There are two types of launcher mechanisms, built-in hydraulic cylinder and cable-pulley, for this Army scissoring-type Assault Bridge. Because of this in-bridge hydraulic cylinder, AVLB’s weight is heavy. It also requires regular maintenance to hydraulic lines, while cable-pulley design offers limited motion profile, less stability and lower speed in launch and retrieval.

Proposed mechanism should utilize its mechanical advantage and optimization of location of joint of linkage for Military Load Class (MLC) 85 on the bridge. In general, weight reduction to the current in-bridge set of hydraulic cylinder and cable-pulley is approx. 25% (threshold), 50% (objective).

The general idea for linkages in that type of application is achievable. However, to integrate linkage assembly with the bridge set in such restricted area could be a challenge, as well as extreme loads at linkage joints and irregular bar contour design. In addition, to interface with a rotary actuator and modular design is also the contest in this project, which could be a breakthrough of linkage application that requires advanced analysis and simulation before launching a prototype and integration with the full-size bridge.

PHASE I: Demonstrate feasibility of algorithm using basic linkage theory to calculate loads at joints for this 30klb-weight bridge, acquire data set comprising either the design intent and a possible motion profile or a statistically robust number of concepts and, registry of measurement accuracy by comparing the results to analysis conducted. With help of software simulation, it is towards a modeling and algorithm to perform a design and load optimization based on the analysis and the data set.

PHASE II: Design and build a scaled prototype with hydraulic or electric actuators to validate the concept and design. Delivered prototype must be suitable for testing and validation at an Army facility by technical personnel. Clear operational manuals required but not in military format. During this phase, the Army expects to work closely with the Contractor to clarify mission integration requirements appropriate for the initial prototype maturity.

PHASE III DUAL USE APPLICATIONS: Final solution is a standardized module for the AVLB bridging system. A launch design works with the Bridge and Tank chassis to meet all the requirements of Army assault bridging. The Army can integrate the technology developed under this SBIR into an end item to answer assault bridge launch requirements. Industry could insert the technology developed under this SBIR in facilities utilizing the latest motion control technology. Further application may be realized for both hydraulic and electric actuators.

REFERENCES:

1. DOD Directive 5000.40 - Reliability and Maintainability

2. MIL-STD-785B - Reliability Program for Systems and Equipment, Development and Production

3. MIL-STD-721C - Definitions of Terms for Reliability and Maintainability

A18-109

TITLE: Radio Direction Finding Obfuscation

TECHNOLOGY AREA(S): Electronics

OBJECTIVE: Develop novel methods and materiel solutions for protecting existing Army radio systems from commonly employed RF radiolocation direction finding systems. Intent is employ techniques that can introduce sufficient spatial uncertainty into target radiolocation systems accuracy as to make their use problematic for the purpose of employing indirect fires against the protected transmitter, while not significantly degrading host radio performance

DESCRIPTION: The Army is in the process of deploying tactical wideband networking mobile radio systems to lower echelons of the force, which has led to exposing a larger number of data networking radios to adversarial electronic warfare threats, including radio direction finding (DF). At the same time, the Army is entertaining upgrades to our narrowband voice and data systems deployed at the very lowest echelons. Traditional high-assurance Low Probability to Intercept (LPI) / Low Probability to Detect (LPD) techniques cannot defeat modern digital signal processing receivers, and come at significant cost in terms of operational utility, performance and/or spectral resources. The desired solution at completion will employ novel techniques at the physical layer or higher to introduce sufficient uncertainty into the target radiolocation systems as to make these systems unusable for providing targeting for indirect fire. Low Probability to detect solutions are desirable, but not required. Typically, an RMS position error of 300-500m or greater would be sufficient to render a tactical DF system ineffective for cueing indirect fire. Solutions can encompass current Army radio waveform modifications as well as transmission chain modifications appropriate for installation in Army vehicle platforms. There have been little to no commercially published reports of radio location obfuscation techniques being implemented or tested. Target radio platforms include narrowband VHF (30-80 MHz) radios such as SINCGARS, wideband UHF (225-450 MHz) and L-band (1350-1390, 1755-1850 MHz) radios, including HMS Rifleman, Manpack, and MNVR Radios. Target waveforms include SINCGARS, Wideband Networking Waveform, and Soldier Radio Waveform. Target radiolocation techniques include but are not limited to Time Difference Angle of Arrival (TDOA), Amplitude comparison, and Correlative Interferometry.

PHASE I: The Phase One deliverable will be a comprehensive white paper describing:
• Explore potential methods of accomplishing the goal of modifying existing tactical radio systems to be resistant to common radiolocation techniques/systems that would be implemented on a tactical ground vehicle or aircraft.
• Perform trade analysis to determine best alternative technique/approach, balancing performance, suitability to platform, and cost.
• Perform analysis of potential host radio waveform software changes and/or hardware packaging approaches suitable for use on Army radio platforms.

PHASE II:

• Develop and demonstrate a prototype solution for Army radios that employ wideband networking waveforms.

• Phase II deliverables will include:

PHASE III DUAL USE APPLICATIONS:

• Develop and demonstrate a radio direction finding obfuscation solution that operates with both current narrowband and wideband tactical radio waveforms, and is suitable for deployment in vehicular, manpack and handheld tactical radios platforms.
• Phase III military application can include an applique that can be applied to existing Army tactical radio platforms or integrated into the radio platform itself. Future PM Tactical Radio (PM TR) radio system acquisitions are envisioned to be acquired though both and developmental software defined radio (SDR) programs and commercial NDI procurement programs, so both applique and commercial licensing options would be available depending on the technology solution selected.
• Commercial application would similarly encompass both a standalone applique product for commercial radio solutions (e.g. law enforcement, personal protection, etc.), and/or license opportunities for inclusion into commercial radio products, dependent on the technology solution proposed.

REFERENCES:

1. Army Techniques Publication (ATP) 6-02.53 TECHNIQUES FOR TACTICAL RADIO OPERATIONS JAN 2016 http://www.apd.army.mil/ProductMaps/PubForm/ATP.aspx

2. ATP 3-21.21 SBCT INFANTRY BATTALION, FEB 2016 http://www.apd.army.mil/ProductMaps/PubForm/ATP.aspx

3. ATP 3-90.5 COMBINED ARMS BATTALION, FEB 2016 http://www.apd.army.mil/ProductMaps/PubForm/ATP.aspx

4. Analysis of Wireless Geolocation in a Non-Line-of-Sight Environment, Y. Qi, H. Kobayashi and H. Suda, IEEE TRANSACTIONS ON WIRELESS COMMUNICATIONS, VOL. 5, NO. 3, MARCH 2006

5. A Non-Line-of-Sight Error Mitigation Algorithm in Location Estimation, Pi-Chun Chen, Wireless Communications and Networking Conference, 1999 WCNC 1999 IEEE 0-7803-5668-3

6. ATP 6-02.603 TECHNIQUES FOR WARFIGHTER INFORMATION NETWORK-TACTICAL, FEB 2016 http://www.apd.army.mil/ProductMaps/PubForm/ATP.aspx