Department of the navy (don) 18. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions introduction

The Navy is now moving towards DC distribution, so it is desired to use this approach for new voltages consistent with the “Naval Power and Energy Systems Technology Development Roadmap” [1] to reduce the costs and maintenance associated with centralized conversion and multiple parallel distribution systems for each interface. This innovative compact DC distribution IPNC will enable uninterruptible power using multiple power sources and minimize dedicated energy storage. The only energy storage required will be to hold existing loads while the power system reconfigures. This compact DC distribution IPNC needs to be designed so that only output modules are replaced to accommodate changes in power requirements for upgrades and changes to weapons and sensors during the ship’s service life. The ability to reconfigure IPNC redundant input sources and selectable output voltages will enable a common solution across multiple system loads and ship types.

The Navy seeks to develop a compact, modular, galvanically isolated DC distribution IPNC that consists of an enclosure and dual input voltages of 1000VDC and 440VAC, output voltages of 650VDC, 375VDC, 440VAC at 60Hz and 400Hz 3 phase, and energy storage interface modules capable of supporting aggregate loads of up to 300kW that meet DC interface specifications and MIL-STD-1399-300B. The goal is to reduce total ownership costs with reduced acquisition, integration, and maintenance costs associated with separate distribution systems and improve reliability and performance by virtue of simplified and flexible electrical distribution system architecture.

The Navy desires a compact DC distribution IPNC whose size, weight, and cost would enable placement in proximity to the load site with minimal ship integration impact. The IPNC should be able to pass through a 26"x66" oval opening and be mountable on a ship’s bulkhead for arrangement flexibility. Power densities for the proposed solution shall have a threshold of two Megawatt per cubic meter with an objective of three Megawatt per cubic meter. Proposed concepts will need to address load survivability during system electrical faults and power interruptions by limiting current and being capable of seamless switching to alternate supply power sources. Compact DC distribution IPNC modules should be able to isolate faults at the load site, without affecting adjacent loads or the rest of the electrical distribution system. Furthermore, these modules must protect the load from upstream anomalies such as high harmonics and input voltage swings exceeding a ±10 percent fluctuation. The goal is to preserve power to the loads such that when the loads have two sources of power, the loss of one source will not cause a power interruption to the load. The compact DC distribution IPNC modules need to be designed with sufficient efficiency to allow air-cooling while maintaining power quality requirements.

Recent Navy experiences with power conversion-based systems have demonstrated challenges associated with common mode and line-ground performance under a variety of normal and fault situations. The compact DC distribution IPNC must be compatible with ungrounded naval power systems and therefore be capable of continued operations with the input or output interfaces ungrounded, ungrounded but faulted to ground, or grounded. Internal failures of compact DC distribution IPNCs should not cause adverse line-line or line-ground voltages or currents on the inputs or outputs. Each interface point should have isolation from the other interface points (Input A, Input B, Output X, Output, Y, etc.) to preclude common mode voltages and currents, or line-ground voltage excursions from influencing the other interfaces.

Reliability and maintainability is of critical importance as the IPNC is a point of use converter. A failure of the IPNC can result in the loss of mission-critical equipment functionality. The IPNC offered should include concepts with extremely high reliability or modularly to increase the reliability and maintainability. IPNC needs to meet a 20,000 hour mean time between service interruptions. It should be noted, that if a repair requires the unit to stop providing output power, then the repair will be considered a service interruption.

Proposed compact DC distribution IPNC module concepts should meet the applicable performance goals converters in MIL-PRF-32272, Performance Specification, IPNC.

PHASE I: Develop a concept for a compact, modular, galvanically-isolated DC distribution IPNC capable of providing high-quality, high-reliability, uninterruptable power that meets the topic requirements. Demonstrate the feasibility of the concept in meeting Navy needs and transitioning into a useful product for the Navy. Demonstrate feasibility on a component or Lowest Replaceable Unit level. The Phase I Option, if awarded, will address technical risk reduction and provide performance goals and key technical milestones. Phase I will include prototype plans to be developed under Phase II.

PHASE II: Based on the results of Phase I and the Phase II Statement of Work (SOW), develop and deliver one or more full-scale prototype(s) to the Navy for evaluation. Evaluate the prototype(s) to determine its (their) capability in meeting the performance goals defined in the Phase II SOW and the Navy requirements for the compact, modular, galvanically-isolated DC distribution IPNC. Demonstrate system performance through prototype evaluation and modeling or analytical methods over the required range of parameters. Use evaluation results to refine the prototype into a producible design that will meet Navy requirements. Conduct performance integration and risk assessments; and develop a cost-benefit analysis and cost estimate for a naval shipboard unit. Prepare a Phase III development plan to transition the technology to Navy use.

PHASE III DUAL USE APPLICATIONS: Support the Navy in evaluating the prototypes delivered in Phase II and the transition of the technology to Navy use. Based on analysis performed during Phase II, recommend test fixtures and methodologies to support environmental, shock, and vibration testing and qualification. Determine, jointly with the Navy, appropriate systems for integration into Naval Power Systems for the components developed under this SBIR topic for operational evaluation, including required safety testing and certification. Working with the Navy and applicable Industry partners, demonstrate the compact DC distribution IPNC on a relevant shipboard system to support naval power systems. Provide detail drawings, models, and specifications in a defined format; perform an Electrical Safety Device evaluation; and document the final product.

Transition opportunities for this technology include power conversion units that power directed energy, specialized loads, and for ship-wide stable backup power systems. Power conversion units such as these can be used by renewable energy plants, private and public utilities, industrial data centers, and a wide range of back-up systems. Low-voltage DC power conversion will become more prevalent as more systems shift to DC. High-power quality units will be required to provide power to these loads.

REFERENCES:

1. “The 2015 Naval Power and Energy Systems Technology Development Roadmap.” http://www.navsea.navy.mil/Portals/103/Documents/Naval_Power_and_Energy_Systems_Technology_Development_Roadmap.pdf

2. Doerry, Norbert. “Electrical Power System Considerations for Modular, Flexible, and Adaptable Ships." ASNE EMTS 2014, Philadelphia, PA, May 28-29, 2014. http://doerry.org/norbert/papers/20140412doerryEMTS2014.pdf

3. “20 -- Request for Information for Electrical Interface Standards for Naval DC Power Systems.” http://www.fbodaily.com/archive/2016/11-November/10-Nov-2016/FBO-04323946.htm

KEYWORDS: Integrated Power Node Center; Power Quality; Power Density; Flexible Electrical Distribution System Architecture; Navy Ship DC Distribution; Uninterruptible Power Supply

N181-070

TITLE: Data Transmission using Visible Light Communication (VLC) for Undersea Platforms

TECHNOLOGY AREA(S): Ground/Sea Vehicles

ACQUISITION PROGRAM: PMS 435, Submarine Electromagnetic Systems Program Office

OBJECTIVE: Develop visible light communications (VLC) system for undersea platforms.

DESCRIPTION: Development of a secure, high-speed, energy- and cost-efficient VLC prototype device will assist the Navy in reducing the increasingly larger burden of cable management with respect to Ethernet connectivity. Submarine electronic warfare (EW) next generation architecture will require a variety of different connectivity solutions to enable its multi-layered architecture. Solutions range from high-speed networks (10GbE, 40GbE, 100GbE, and beyond) to more conventional speeds such as the well-known 1GbE which provides the vast majority of connectivity in today’s systems. There is potential to replace much of the 1GbE cabling if a secure, wireless system were implemented.

Wireless Fidelity (Wi-Fi) is the current method of sending digital/analog data over a communication medium and has become a preferred method of data transmission. At times, Wi-Fi can be very reliable but the Electromagnetic Interference (EMI) it can cause and security vulnerabilities it can create present a problem for the Navy. This SBIR topic seeks to increase reliability of systems onboard undersea platforms through development of a VLC system.

With the concerns Wi-Fi presents, an alternate wireless network transport solution is desirable. Light Fidelity (Li-Fi) is a wireless networking system that provides data transmission through light and would reduce/eliminate EMI concerns, thus improving system performance/reliability. If additional signal strength is required, Li-Fi attocells have no interference from, and add no interference to, the radio frequency’s counterparts such as femtocell networks. Li-Fi is still in its development state where there has been a prototype designed, tested, and presented but not finalized. This technology will need additional research and development (R&D) to prove and demonstrate its effectiveness and reliability within/exceeding a 4-meter range.

The solutions within VLC technology (Li-Fi included) are preferred in making use of existing incoherent Light Emitting Diodes (LEDs) for solid-state lighting as both transmitters and receivers in developing a VLC network. Compared to its competing technology Wi-Fi, Li-Fi provides an increase in bandwidth (BW), elimination of EMI, and increased security. This form of connection is highly reliant on line-of-sight (LoS), as the connection can be disconnected from obstructing the light’s path. This might seem to be a negative attribute but can lead to improved security; it would eliminate data leakage.

Li-Fi would appeal to not only the Navy but throughout commercial industries. With the reliable security it provides, this technology can be applicable to any application that is currently using Wi-Fi as its main source of data transmission. The technology’s advantage over Wi-Fi of not creating EMI would allow medical facilities, airplanes, or any location that would normally not allow Wi-Fi to use it.

PHASE I: Develop a concept for a Li-Fi system in a system with the capabilities of transmitting data using light instead of radio frequency. Demonstrate the feasibility of the concept through either modeling or simulation in meeting the Navy needs and establish that the concept can be developed into a useful product for the Navy. The Phase I Option, if awarded, will address the initial design specification and capabilities description to build a prototype in Phase II. Develop a Phase II plan.

PHASE II: Based on the result of Phase I and the Phase II Statement of Work (SOW), develop and deliver a prototype of a system with the capability to transmit data from a light source to an electronic device. Evaluate the prototype to determine its capability in performance, either equivalent or exceeding that of Wi-Fi in terms of transmission rate and throughput. In completion of Phase I, the company will develop a prototype to be tested and validated against Phase I model or simulations. Prepare a Phase III SOW to transition the technology developed for Navy use.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the technology for Navy use. Develop a system according to Phase III SOW for evaluation to determine effectiveness in an operational relevant environment. Support the Navy for test and validation to certify and qualify the system to be transitioned into the AN/BLQ-10B (V) program.

Outside of the Navy, the system can be used as a general data transmission system to alleviate the interference and clutter associated with current Wi-Fi technology. This system would be an innovative technology when it comes to a reduction in interference, increase in security, speed, and potentially be an innovation that will receive support from many companies. Unlike Wi-Fi, which presents a high potential for EMI, the proposed system will be permitted in electromagnetically sensitive locations where radio waves are not, such as around medical equipment in hospitals. An application that can be seen from a system with the capability to transmit data through light is ideal, especially when using it to establish a connection between the internet and a laptop or mobile device (e.g., an individual using an LED lamp to study). In non-technical language, this system will operate similar to Wi-Fi, but solving the issues involving interference, security, and ultimately speed.

REFERENCES:

1. Singh, S., Kakamanshadi, G. and Gupta, S. “Visible Light Communication-an emerging wireless communication technology.” 2015 2nd International Conference on Recent Advances in Engineering & Computational Sciences (RAECS), Chandigarh, 2015. http://ieeexplore.ieee.org/stamp/stamp.jsp?tp=&arnumber=7453409&isnumber=7453273

2. Dimitrov, S., and Haas, H. “Principles of LED Communications: Towards Network Li-Fi.” Cambridge Univ. Press, Mar. 2015.

3. Haas, H., Yin, L., Wang, Y. and Chen, C. "What is LiFi?", Journal of Lightwave Technology, March 15, 2016, Vol. 34, No. 6, pp. 1533-1544. http://ieeexplore.ieee.org/stamp/stamp.jsp?tp=&arnumber=7360112&isnumber=7425116

KEYWORDS: Light Fidelity (Li-Fi); Wireless Fidelity (Wi-Fi); Visible Light Communication (VLC); Data Transmission; Electromagnetic Interference (EMI); Line of Sight (LoS)

TECHNOLOGY AREA(S): Materials/Processes

ACQUISITION PROGRAM: PMS 312 In-Service Aircraft Program Office, PMS 378/379 Future Aircraft Carriers Program Offices

OBJECTIVE: Mitigate the adverse impact of the presence of copper in Jet Propellant 5 (JP-5) fuel by preventing copper contamination or removing copper that has leached into the fuel.

DESCRIPTION: Copper Nickel (CuNi) pipe is used in JP-5 fuel lines on Aircraft Carriers (CVNs). Typically, supply ships also have copper piping (though fuel residence time and amount of piping is small compared to a CVN) hence the infrastructure may supply JP-5 fuel with a copper content. This has allowed a condition where copper contaminates the JP-5 fuel. The presence of copper in hydrocarbon fuels impacts jet engine performance. Copper contamination has been observed on the CVN 68 Class Aircraft Carriers. Copper in JP-5 fuel exists both as particulate and dissolved contaminant. Replacing CuNi piping on aircraft carriers is both impracticable and expensive. Presently, no onboard mitigation systems exist to remove copper contamination in JP-5 fuel. There is a need to create an affordable shipboard method to prevent or remove copper contamination in JP-5 fuel or to prevent copper from adversely affecting aircraft engines. Joint Strike Fighter programs have a strong interest as the presence of copper in JP-5 fuel creates maintenance and repair issues, such as coking, for aircraft engines as well as impairs performance capability. Copper contamination in JP-5 fuels can be as high as 1,000 parts per billion (ppb). Copper contamination prevention or removal methods must limit or reduce (respectively) the copper concentration in JP-5 fuel to 10ppb or less. Per the American Society for Testing and Materials (ASTM) D3241, copper contamination mitigation methods must meet thermal oxidation stability standards for aircraft (<3 on the unitless color scale Visual Tube Rate (VTR), <85nm Electron Transfer Reaction (ETR) (ellipsometric), <25mm/Hg at 260°C).

Soluble metal chelant additives have been used as means of counteracting the catalytic effects of dissolved copper in fuels. However, no methods have proven effective for the flow and temperature requirements typical for military aircraft fuel systems.

The JP-5 system is comprised of a network of piping connecting subsystems with pumps, valves, centrifugal purifiers and/or filter separators to ultimately deliver aircraft quality fuel to the refueling nozzle. Any material and/or technique developed aimed at reducing copper must be applicable to the JP-5 system and subsystems from fuel storage to the system interface with the aircraft. Furthermore, any material and/or technique developed shall not affect JP-5 fuel properties or aircraft performance and shall not cause a reduction in fuel flow or impact JP-5 operations. The new prevention, removal or mitigation process(es) shall achieve thermal oxidation stability standards for aircraft (<3 VTR (visual), <85nm ETR (ellipsometric), <25mm/Hg at 260°C). An effective process would aid the Navy to achieve the mission performance requirements for its aircraft. As aircraft engine maintenance cost due to the presence of copper contamination in JP-5 fuels is projected to be $1B annually for the fleet, technology to mitigate copper contamination promises potential cost savings to the Navy. Reducing Maintenance Cost for aircraft engines is addressed through avoidance of installation of a more expensive redesign JP-5 piping system. Reducing Operating and Maintenance Costs is addressed by reducing the adverse effects of copper contamination, such as coking, in aircraft engines. Reducing Production Cost Need is addressed through avoidance of aircraft engine redesign that would be capable of meeting mission requirements despite the presence of copper in JP-5 fuel greater than 10ppb.

PHASE I: Develop a concept for a copper contamination prevention, filtering, or mitigating process(es) that demonstrates how the process(es) will be implemented; and present cost estimates for the process(es). Establish feasibility by material testing and/or through analytical modeling. Provide a Phase II initial proposal that addresses technical risk reduction and provides performance goals and key technical milestones. Provide notional shipboard implementation such as how the solution will work in existing distribution systems and restricted volumes and accommodate high flow rates. The Phase I Option should include the initial specifications and capabilities for the prototype process(es) to be developed in Phase II. Develop a Phase II plan.

PHASE II: Based on the results of Phase I and the Phase II Statement of Work (SOW), develop a prototype process for evaluation and delivery. Evaluate the prototype to determine its capability in meeting the performance goals defined in the Phase II SOW and the Navy requirements for the copper leakage prevention, filtration, and/or mitigation. Demonstrate process performance through prototype evaluation and testing over the required range of parameters including numerous deployment cycles to verify test results. Use evaluation results to refine the prototype into an initial design that will meet Navy requirements. Prepare a Phase III development plan to transition the technology to Navy use.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the technology for Navy use. Develop a copper contamination, prevention, and/or filtration device and/or technique according to the Phase II SOW for evaluation to determine its effectiveness in an operationally relevant environment. Support the Navy for test and validation to certify and qualify the system for Navy use. The process has the potential to transition onto CVN, Landing Helicopter Dock (LHD), Landing Helicopter Assault (LHA), and Landing Platform Dock (LPD) platforms.

If successfully demonstrated, there may be a commercial market for a fuel contaminant reduction system. Global producers of JP-5, Jet A, and Jet A-1 aviation turbine fuels may benefit from this technology in their efforts to minimize the deleterious effects of copper introduced to these fuels during product handling and desulfurization processes. This technology may also reduce maintenance cost for commercial aviation.

REFERENCES:

1. “Detail Specification Turbine Fuel, Aviation, Grades JP-4 and JP-5, MIL-DTL-5624V”, 11 July 2013. http://everyspec.com/MIL-SPECS/MIL-SPECS-MIL-DTL/MIL-DTL-5624V_47197/

2. Hazlett, Robert N. “Thermal Oxidation Stability of Aviation Turbine Fuels, Chapter VIII.” American Society for Testing and Materials, December 1991, ASTM D3241.

3. Puranik, Dhanajay B. et al. “Copper Removal from Fuel by Solid-Supported Palyamine Chelating Agents.” American Chemical Society Energy & Fuels 1998, 12, 792-797.

4. Lu, Qin et al. “Rapid Determination of Dissolved Copper in Jet Fuels Using Bathocuproine.” American Chemical Society, Energy & Fuels 2003, 17, 699-704. http://pubs.acs.org/doi/pdf/10.1021/ef0202642

5. Hazlett, Robert N. and Morris, Robert E. “Thermal Oxidation Stability of Aviation Turbine Fuel, a Survey.” 4th International Conference on Stability and Handling of Liquid Fuels Orlando, Florida, USA, November 19-22, 1991. http://iash.conferencespot.org/56077-iash-1991-1.652968/t-001-1.653105/f-005-1.653249/a-022-1.653274/ap-022-1.653275?qr=1

KEYWORDS: Jet Propellant 5 (JP-5) Fuel; Aviation Turbine Fuels; Copper Nickel (CuNi) Piping; Thermal Oxidation Stability Standards; Soluble Metal Chelant Additives; Polyamine Chelating Agents

TECHNOLOGY AREA(S): Ground/Sea Vehicles

ACQUISITION PROGRAM: PMS 377-6 Division, Landing Craft Technical

OBJECTIVE: Develop a lightweight gearbox for Air Cushion Vehicles (ACV) that reduces fuel consumption and improves maintainability.

DESCRIPTION: The Ship-to-Shore Connector (SSC) is an Air Cushion Vehicle (ACV), or “hovercraft”, providing amphibious transportation of equipment and personnel from ship-to-shore and shore-to-shore. Development of a performance-improving, robust, maintainable, lightweight (max. 4,730 lbs), and variable-speed gearbox is paramount to SSC operation. The craft contains two gearboxes (port and starboard), each combining high-speed inputs from two longitudinally mounted engines to power a single lift fan forward and a single propeller aft. The gearbox transfers approximately 12,000 Shaft Horse Power (SHP) with speed reduction ratios approximately 12:1 for the prop and 8:1 for the lift fan. Each gearbox interfaces with Engineering Control System (ECS) and craft lubrication oil system. Any changes to the gearbox design interfaces need to take into account the current craft configuration and asses the overall impact.