Submission of proposals
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| PHASE III DUAL USE APPLICATION: Next generation vehicles are a major research and development activity within the automotive industry. The development, demonstration, and integfration of of a robust, space saving, economically priced high performance vehicle cold starting system into hydrocarbon fuel, hybrid, and electrically powered vehicles will be directly applicable to both the military and private sector.
REFERENCES: 1) GM, 6.2 L IDI Engine Heat Rejection Comparison, 1984. 2) SwRI test, Non-aqueous Propylene Glycol Coolant in 6.2L Engine. 3) TARDEC Technical Report No. 13675, TITLED: Lab Test of Prototype Quick Switch Modular Core Radiator for M809 Series 5 Ton Truck, DATED Dec1995, CONTRACTOR: U. S. Army Tank-Automotive Research, Development, and Engineering Center (TARDEC). KEYWORDS: Valve Regulated Lead Acid batteries, Nickel Metal Hydrd batteries, Lithium Ion bastteries, fuel cells, ultracapacitors, 42 Volt electrical systems. A03-238 TITLE: Low-Power, Compact Logistic Fuel Pre-Reformer TECHNOLOGY AREAS: Ground/Sea Vehicles ACQUISITION PROGRAM: PM-LTV OBJECTIVE: To develop a pre-reformer technology that will both vaporize and partially decompose logistic fuels for use with fuel cell reformers. Military logistic fuels pose siginificant problems for use with fuel cell systems due, in part, to their heavy aromatic content and wide boiling point distribution. The heavy compounds in the fuel tend to form coke when processed in high temperatue, lean unit operations such as a partial oxidation reformation process. By partially decomposing or cracking the fuel prior to a reformation process the coke formation problem may be mitigated. Also there are potential secondary benefits for spark ignited, logistic-fueled internal combustion engines; fuel-fired portable heaters for shelters, personnel and utility heating; field kitchen equipment; and for engine cold-weather starting aids. Automatically included are any other military applications characterized by steady combustion or combustion-like processes (ref. fuel cell reformers), problems with attaining reliable starts after long periods of non-use, cold weather starting difficulties and potential for coke formation due to poor fuel-air mixing. DESCRIPTION: The pre-reformersystem should be low power-consumption, reliable after long periods of non-use, reliable and durable in automotive temperature and vibration environments, compact, light weight and low-cost. It must operate in a manner that strongly deters byproduct coke formation in fuel cell reformer and fuel-fired heating systems. It must tolerate variations in logistic fuel composition, particularly sulfur content. The fuels of primary interest are JP-8, JP-5, Jet A, Jet A-1, DF-2, DF-1 and low-sulfur commercial diesel fuels. PHASE I: Baseline fuel decomposition pathways for fuels of interest, with added emphasis on requirements for fuel cell reformer applications. Establish the strengths and weaknesses of current atomization and vaporization systems. Demonstrate, under laboratory conditions, technology that provides superior capabilities, with realistic potential for improved reliability and durability under automotive conditions. Define new system that will process approximately 6 pounds per hour of logistic fuel, and provide preliminary estimates of weight, cost and power consumption. PHASE II: Design and build a demonstrator of the system developed in Phase I, test and validate its improved performance in laboratory environment. Based on test results, refine the system and build an updated version. Demonstrate the upgraded system under laboratory conditions that verify its improved capability versus present systems. Demonstrate the system with an actual or simulated, fuel cell reformer, working in cooperation with a fuel cell reformer developer that is acceptable to the Government. Perform a full mass and energy balance analysis around the demonstrated unit operation. Define the cost of the system and identify potential improvement technologies. PHASE III DUAL USE APPLICATIONS: Logistic fuel pre-reforming systems for fuel cells; liquid-fueled heating equipment, including kitchens, furnaces, and space heaters for vehicles, shelters and personnel. Fuel-burning industrial dryers. Fuel-air mixture preparation for spark-ignited, logistic fuel internal combustion engines. REFERENCES: 1) Larmine, J. Dicks, A. Fuel Cell Systems Explained, John Wiley and Sons, 2000. 2) Heywood, J., Internal Combustion Engine Fundamentals, McGraw-Hill 1988.
A03-239 TITLE: Development of An Underarmor 10 Kilowatt Thermoelectric Generator Waste Heat Recovery System for Military Vehicles TECHNOLOGY AREAS: Ground/Sea Vehicles ACQUISITION PROGRAM: PM BCT, and PM FCS OBJECTIVE: The objective of the project is to develop a 10 kilowatt thermoelectric generator (TEG) waste heat recovery system for U.S. ground military vehicle systems that would have the added benefit of significantly reducing the temperature of the exhaust. Targeted exhaust output temperatures should be 50% lower than current exhaust temperatures. Aside from typical diesel internal combustion engines, the proposal should also focus on the concept of a waste heat recovery system on fuel cell propulsion systems and the Abrams turbine engine. Future military propulsion may utilize fuel cell technology. The problem with fuel cells is that 80% of the heat must be ejected through the radiator. Concepts specifically for the Abrams tank should focus on the development of a 20 kilowatt thermoelectric generator (or greater), due to the significant amount of available heat. If additional power is not needed, an additional benefit is the power required for the alternator is eliminated and this power is available for other purposes. Systems that would benefit the most include the FCS, Stryker, FSCS, Abrams tank, trucks, and LAVs. The final size of the thermoelectric generator should be less than 0.5 cubic meters. Concepts by the offerors should include the possibility of the thermoelectric generator serving the added purpose of a 10 kilowatt auxiliary power unit (APU). This APU should demonstrate a significantly lower noise and thermal signature than current APUs. The thermoelectric generator APU must use a fuel that would require no additional logistical support. Offerors must include estimates on how much noise, in decibels, the TEG will produce and the temperature output from the thermoelectric generator APU. The engines utilized for a baseline include the Stryker Caterpillar 3126 model engine and the Abrams 1500 turbine engine. The main focus should be on the Stryker engine since the Abrams is the only ground combat system that utilizes a turbine engine. The Stryker exhaust temperature is estimated at 148 degrees Celsius and the Abrams exhaust temperature is approximately 537 degrees Celsius. Information regarding exhaust temperatures and flow rates will be updated in this SBIR before solicitation. With regard to weight, the weight of the TEG should be less than current alternator and APU systems combined. The offeror must also consider how battle damage will impact the performance of the unit. DESCRIPTION: The FCS, Stryker, and Abrams tank will be the key components of the Army’s leading-edge battlefield systems as it enters the next century. All of the systems rely heavily on electronics to provide them with battlefield superiority and demand for on-board electrical energy is expected to continue to increase. The thermoelectric generator will provide additional power without any additional fuel consumption. To keep these electronics functioning while the engine is not running, an auxiliary power unit is utilized. One primary purpose of using the APU is to reduce fuel consumption and the wear and tear on the main engine. For some military systems, such as the Stryker, FCS, Future Scout, Abrams Tank, and LAV, the APU will serve another critical purpose. This is to limit the detectability, specifically the noise and thermal signature of the system while in combat. Typical auxiliary power units are powered by diesel piston engines that produce a significant amount of noise and heat. A fuel cell APU may have some of these benefits, but heat will still be a problem. Molten carbonate electrolyte systems and solid-oxide electrolyte systems have higher operating efficiencies and reduce or eliminate the need for expensive catalysts, but these fuel cells have operating temperatures of 600 and 1000 degrees Celsius respectively. The thermoelectric generator can, in essence, eliminate the noise signature and potentially reduce the heat signature to a level that can be more easily managed by normal survivability countermeasures. Many modern high tech munitions use infra-red sensors to detect engines. This makes diesel engine propulsion equipment, and especially the Abrams tank, susceptible to new infra-red mortar rounds and heat-seeking top-attack ATGMs like Javelin. With the Stryker exhaust out the top of the vehicle, the detection and destruction of the Stryker may be a huge concern. Specifically, the Abrams engine heat causes problems in tank/infantry tactics against fortified areas and in urban terrain. DARPA, Department of Energy (DOE), Naval Research Laboratory, and the California Energy Commission are currently funding research and development of thermoelectric generators. Most of the development is in the range of microwatt to a kilowatt generator. Specifically the DOE and the California Energy Commission sponsored the development of a 1 kilowatt TEG waste recovery heat system that was installed on a truck. Currently PACCAR is sponsoring this development and testing is being conducted at a PACCAR test facility. Technological advancements will allow for a much more efficient system than the one developed with DOE funding. Current technology is approximately 5% efficient while technological advancements in recent years will allow for an efficiency of approximately 20 to 25%. With regard to application to the commercial market, there is significant interest in this technology by the trucking industry. This includes power generation as well as potential to reduce emissions with this technology. The worldwide increase in fossil fuel consumption, especially oil, and the increase in pollution concerns has prompted many governments to discourage high consumption by leveraging taxes on fuel and regulations requiring the auto industry to continuously improve fuel economy and reduce pollution as well. This has resulted in worldwide efforts to develop hybrid (conventional gasoline/diesel internal combustion engine & electric motors) systems and fuel cell technology to reduce fuel consumption and emissions. Hybrid vehicles are currently being developed by Honda and Nissan and interest is building. The usage of a thermal electric generator may be able to recoup up to 20% of the energy that would be wasted through the emissions. This could significantly improve the overall efficiency of a hybrid system and help this technology to penetrate the market quicker. Also, there is growing interest in the trucking industry for additional power sources. PHASE I: Develop a 10 kilowatt thermoelectric generator concept. This concept should address how this conceptual TEG can be integrated into production for the targeted systems. The offeror should include estimates for temperature output from the TEG. Any estimates regarding application to an auxiliary power unit should focus on the Stryker vehicle. The offeror should also provide a feasibility study through analysis and possibly scaled testing. PHASE II: Design and develop two 10 kilowatt thermoelectric generators, based upon the concepts identified in Phase I. This thermoelectric generator will undergo testing to verify performance capability and accelerated life testing. In addition, the thermoelectric generator is to meet the requirements outlined in the description. Note that any testing will be customer funded and validation testing will only be conducted in phase III. PHASE III DUAL USE APPLICATIONS: The FCS, Brigade Combat Team, M109, and PM Abrams have expressed interest in this technology. Currently, the Department of Energy (DOE) and California Energy Commission have sponsored a 1 kilowatt thermoelectric waste recovery generator for a class 8 diesel truck. In addition, DOE and Kenworth are sponsoring development of a 3 kilowatt thermoelectric waste heat recovery system. Research and development of thermoelectric generators for the government have also focused on a milliwatt modules for MAVs (micro airborne vehicles) – DARPA funding, milliwatt module for sensors – Navy, small generators for Picatinny Arsenal, and milliwatt programs for space exploration. REFERENCES: 1) John C. Bass, Aleksandr S. Kushch, Norbert B. Elsner. June 2001. Thermoelectric Generator (TEG) for Heavy Diesel Trucks. 20th International Conference on Thermoelectrics, Beijing. 2) Aleksandr S. Kushch, John C. Bass, Saeid Ghamaty and Norbert B. Elsner. August 2001. Thermoelectric Development at Hi-Z Technology Diesel Engine Emission Reduction Workshop, Portsmouth, Virginia. 3) Saeid Ghamaty, Norbert B. Elsner and John C. Bass. September 1999. Development of Quantum Well Thermoelectric Device 18th International Conference on Thermoelectrics. Baltimore . 4) J. C. Bass, N. B. Elsner and F. A. Leavitt. 1994. Performance of the 1 kW Thermoelectric Generator for Diesel Engines. 13th International Conference on Thermoelectrics, Kansas City. 5) Dr. Rudy Buser. Power Management for the Army. U.S. Army CECOM RDEC Center http://www.dtic.mil/ndia/future/buser.pdf 6) Donald Fink, Donald Christiansen. Electronics Engineer’s Handbook 3rd edition, 1989. 7) http://www.globalte.com/main.htm 8) http://www.eyeforfuelcells.com/ReportDisplay.asp?ReportID=1368 9) http://www.sae.org/automag/techbriefs/04-2002/ 10) http://www.sae.org/automag/features/fuelcells/fuelcell7.htm 11) http://www.globalte.com/releases.htm KEYWORDS: thermoelectric generator auxilary power unit apu waste heat recovery system A03-240 TITLE: Water Production for Tactical Systems TECHNOLOGY AREAS: Human Systems OBJECTIVE: To develop a lightweight, compact, energy efficient technology to purify water that can be embedded into tactical systems including the soldier system. The technology must be able to achieve 6 log reduction of bacteria, 4 log reduction of viruses and 3 log reduction of protozoan cysts. It is desired that the system be able to produce water meeting the Tri-service drinking water standards described in Technical Bulletin (TB) Medical (MED) 577. DESCRIPTION: The Army has a need for a water purification technology that can be embedded into tactical systems with performance that is superior to currently available technology. The individual solider requires 1.5 to 3 gallons of drinking water per day to prevent dehydration depending on the environmental conditions. A 3 to 4% water deficit (2-3 quarts) significantly reduces a soldier’s performance (up to 48%) and a 6 to 8% deficit renders a soldier completely ineffective. Therefore, the soldier must carry 12 to 24 pounds of water per day of mission duration or rely on daily resupply through the sustainment system. If the sustainment system is unable to provide the soldier with the required quantity of water the soldier may be forced to drink locally available water risking disease and death. The water, often including tap water, may be unfit for consumption due to pathogenic organisms and high levels of suspended solids. An embedded purification technology would reduce the logistics footprint of the force and ensure soldier readiness and safety when cut-off from lines of supply. The proposed water purification technology will protect the soldier against naturally occurring pathogenic organisms as well as weaponized versions and suspended materials allowing the soldier to take advantage of any locally available water source. The reduced demand for water distribution will reduce the projected daily sustainment requirement of the force by 20 to 40% improving sustainability and enhancing agility while protecting the soldiers against natural, military, and terrorist waterborne threats to the soldiers safety and readiness. The goal of this project is to develop a water purification technology that may be embedded into tactical systems including the soldier and vehicle systems based on separation technology that is superior to current state-of-the-art hand-held water purification technology. This production technology must be lightweight, compact, and remove turbidity, bacteria, viruses and protozoan cysts from natural source waters without the addition of chemical disinfectants. The technology must be capable of disinfecting and/or removing microbiological contaminants to levels as stated by The EPA Guide Standard Test Protocol for Microbiological Purifiers, bacterial removal to 6 logs, protozoan cyst removal to 3 logs, and viral removal to 4 logs. The product must also produce at least 150 liters of potable water before maintenance or the need for replacement parts. Consideration will be given toward the removal of chemicals identified in the military drinking water standards (TB Med 577) to below required levels. The device must reduce turbidity (below 1 ntu), and produce at least 1 liter per minute, and weigh less than 18 ounces. PHASE I: Conduct analytical and experimental laboratory studies demonstrating proof of separation concept. Demonstrate feasibility for the purification of drinking water in a laboratory environment, including low fidelity integration of any components to establish that pieces will work together. Timeline to complete Phase I is 6 months (threshold) to 10 months (objective) with an expected level of maturity of TRL 4. PHASE II: Develop conceptual device designs, asses designs, and perform analysis to predict device behavior and efficiencies. Select application/design for prototype development. Conduct sub-component design, fabrication, and testing for critical components and subassemblies. This phase would include the integration, assembly, and performance testing of a breadboard or prototype water purification device. Testing in a simulated environment should be robust enough in this phase to assess performance, capability, durability, and capacity of water purification devices to the TRL 5 level. PHASE III: Based on the Phase II results a prototype near or meeting the planned operational specifications will be designed, fabricated and demonstrated in a relevant environment. Testing should be robust enough in this phase to validate performance, capability, durability, and capacity of water generation devices to the TRL 6 to 7 level. Commercialization partners and plans will be developed and the manufacturing plan will be established. The technology has a significant potential for dual use military and civilian applications. These devices would have a broad range of military and civilian applications where contamination of water sources is a concern. This includes all army water purification systems and may be applicable to emergency response agencies, agencies responsible for countering terrorist threats, and organizations that operate in unstable regions. Potential technologies may also be effective against pesticides and herbicides found in water sources and therefore, are of interest to backpackers, outdoorsman, and homeowners in regions where this type of contamination has been identified. Commercial development, marketing, and sales of this technology would reduce the cost and enhance the availability of the item for the military. REFERENCES: 1) Bagwell T. H., Shalewitz B., and Coleman A., “The Army water supply program: An overview,” Desalination, v99, p409-421, 1994. 2) Directorate of Combat Developments for Quartermaster (DCDQM), www.cascom.lee.army.mil/quartermaster 3) FM 10-52, Water Supply In Theaters of Operation, 1990 (see DCDQM website). 4) FM 10-52-1 Water Supply Point Equipment and Operations, 1991 (see DCDQM website). 5) U.S. Army Functional Concept For Potable Water Support (see DCDQM website). 6) Potable Water Planning Guide, 1999 (see DCDQM website). 7) U.S. Army Center For Health Promotion and Preventative Medicine (CHPPM), http://chppm-www.apgea.army.mil 8) TB Med 577, Sanitary Control and Surveillance of Field Water Supplies (see CHPPM website). 9) TRADOC Pam 525-66, Future Operational Capability, 1997, 1999, FOC QM97-003, QM99-003, (www.tradoc.army.mil). KEYWORDS: Water Purification, chemical and biological agent removal A03-241 TITLE: Innovative Wet Gap Crossing Technologies for the Future Combat System/Objective Force (FCS/OF) TECHNOLOGY AREAS: Ground/Sea Vehicles ACQUISITION PROGRAM: PM Bridging OBJECTIVE: To provide the Future Combat System/Objective Force (FCS/OF) with the technology to cross non-fordable wet obstacles of indefinite length. Current wet bridging systems are not transportable in C-130 aircraft, which is one of the key performance parameters of the FCS/OF. The proposed program shall yield innovative wet gap crossing technology, transportable in C-130 aircraft. In summary, the objective of this effort is to provide the FCS/OF the tool to maintain its operational mobility and combat effectiveness across wet gaps (1). DESCRIPTION: Wet Bridging Technology for the FCS/OF: Current wet bridging equipment, the Standard Ribbon Bridge (SRB) (2) and the soon to be fielded Improved Ribbon Bridge (IRB), comprise folded pontoons, which are transported and launched/retrieved by the Common Bridge Transporter (CBT). The unfolded pontoons are assembled and maneuvered by powered Bridge Erection Boats (BEB), also transported by the CBT. Both the SRB and the IRB are bulky and do not meet the key performance parameter (KPP) of the FCS/OF for transportability in C130 aircraft (1). The FCS/OF will be comprised of a new family of vehicles weighing 16 – 18 Tons, including payload. In contrast, the SRB/IRB pontoons respectively weigh 6 – 7 Tons and the CBT without any payload weighs 20 Tons. The challenge is to provide wet gap crossing capability to the FCS/OF using the new family of vehicles that will weigh only 16 – 18 Tons, including payload. To maintain the momentum of advance, the FCS/OF will require wet gap crossing equipment that can quickly be deployed across non-fordable water obstacles of indefinite length. It should also be possible to construct rafts using the gap crossing equipment. Last, individual modules of the FCS/OF wet gap crossing system should be capable of being air transported and dropped in the wet obstacle, by a CH47 helicopter. Innovative solutions are sought to provide rapid wet gap crossing capability to the FCS/OF. The bridge, when deployed, shall be capable of carrying Military Load Classification (MLC) 30 loads for normal crossing and MLC 40 loads for caution crossing (4). The proposed innovative bridging technologies shall meet all requirements of the Trilateral Code Design and Test Code for Military Bridging and Gap-Crossing Equipment (4). PHASE I: Develop system level concepts for wet gap crossing technologies for the FCS/OF. Evolve and develop novel launching solutions for non-fordable wet gaps of indefinite length. Perform simulation, analyses and design studies for launching and load carrying capacity. Threshold load carrying capacity shall be MLC 30 for normal crossing and MLC 40 for caution crossing. Perform analyses to determine the maximum MLC load (compared to the threshold) sustainable by the bridge while still meeting the weight and packaging constraints. Desirable load carrying capacity is MLC 65. Analyze aerodynamic effects when the system is being air transported by a CH-47 helicopter. Analyze packaging of system for C-130 aircraft loading and unloading and transportability. Make recommendations as to the most promising concepts for wet gap crossing technology for the FCS/OF. Deliver interim reports after 2 and 4 months and final report 6 months after contract award. 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