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15. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions Revised Closing Date: February 25, 2015, at 6: 00 a m. Et


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NAVY SBIR 15.1 Topic Descriptions

N151-001 TITLE: Improved Softwall Shelter Heating System


TECHNOLOGY AREAS: Materials/Processes
ACQUISITION PROGRAM: PM Combat Support Systems (CSS), PdM Combat Support Equipment (CSE)
OBJECTIVE: To develop an improved, self-starting, multi-fuel burning heating system capable of circulating heated air inside all softwall shelters fielded by the Marine Corps. This technology should enable a reduction in both the dependency on liquid fuels in the field and the logistics tail associated with the transportation and storage of these fuels.
DESCRIPTION: Marine Corps operational requirements address the reduction of fossil fuel consumption, the use of alternative fuels and improvements to energy efficiency (Ref. 1, 2). Examples addressing this requirement include: reducing liquid fossil fuel consumption, reducing cube/size and weight of operational equipment, and reducing the logistics burden of softwall shelters. The Marine Corps currently employs forced air and radiant heaters (Ref. 3) for use in softwall shelters used by the Marines (Ref. 4). These heaters are dependent on liquid fossil fuel transported in the field by tanker convoys. These convoys are susceptible to enemy attacks and improvised explosive devices (IEDs) which place Marines at risk. The present softwall shelter heaters used by the Marines are currently only available from one commercial source (Ref. 3). These heaters are designed to burn a range of liquid fuels (DF1, DF2, DFA, JP5, and JP8) which allows for flexibility in the field, but does not allow the use of organic plant based fuel sources, solid fossil fuels, micro-grids/national grids, host nation natural gas or other alternative fuels such as those produced by a chemical conversion process similar in nature to those used in Meals Ready to Eat (MRE)s, hand warmers and boot warmers. Developing a heating system which allows for highly-flexible, multi-fuel usage in the field could allow the use of alternate sources such as, but not limited to, wood, wood pellets, corn husks and other readily available plant based organics, with heat resulting from a bi-product(s) of catalytic chemical processes and other types of sources found in the area where the bivouac is conducted. This will help reduce the need to transport liquid fuel via tanker vehicles and reduce the number of Marines and vehicles on the road. This will also contribute to reducing the number of possible targets of enemy attacks and the logistics burden associated with environmental systems used in theater.
The Marine Corps seeks innovative approaches in this new softwall shelter heating system capable of using both existing fuel sources as well as plant based organics and alternate fuel sources (Ref. 5, 6) while decreasing the packed cube/size and weight of heater systems by 50%. Proposers should be mindful of the desire for heating concepts that exhibit properties that also promote at least 50% reduction in fossil fuel consumption associated with electrical power and packed physical volume/weight. Critical to the operational requirements of the Marine Corps is the ability to improve energy efficiency and reduce its logistical footprint to extend our expeditionary capabilities. Proposed concepts will need to address the ability to circulate heated air within shelters having a square foot area range between 150 to 650 square feet as well as a multi-fuel type burning capability which could allow for the additional use of other alternative fuels as discussed in the preceding paragraph. Proposed concepts should be able to provide heated air at 50 degrees Fahrenheit (°F) from an intake of -25 °F ambient air temperature and operate without the use of an external power source. The setup into an operational mode for this system should be able to be accomplished by no more than two personnel in less than 20 minutes and shall have thermostatic controls to enable automatic adjustment of the heater output range from 10,000 to 45,000 British Thermal Units (BTUs). Proposed concepts should be able to accept fuel from any standard 5 gallon (20 liter) fuel can and have an automatic shut-off capability to stop the flow of fuel to allow change out of the fuel sources and be able to operate for up to 10 hours on 5 gallons (20 liters or equivalent) of fuel. The total weight of the softwall shelter heating system without fuel should not be more than 120 pounds (lbs) Threshold (T) and 60 lbs. Objective (O) inclusive of any identified accessories or additional components deemed necessary for normal operation. The system should be storable and operable in temperatures down to -40 °F to allow use in an arctic environment and have heat input and exhaust connections compatible with current shelters used within the Marine Corps (Ref. 4). Acceptable exhaust levels should be 4 or below on the Bacharach Smoke Scale. The Bacharach Smoke Scale determines efficient combustion of fuel and is the standard method for evaluating smoke density in the flue gases from distillate fuels. Too much or dense smoke shows excessive fuel usage and improper settings for the system.
Proposed concepts shall be able to function in all climates and environments that may be encountered by the United States Marine Corps’ (USMC) forces. To ensure this, the proposed solution will have to pass applicable tests outlined in MIL-STD 810F/G (www.everyspec.com). There shall be no significant degradation in the material system’s performance when ambient temperatures are between 125°F and -40°F, to the extent outlined in MIL-STD 810F/G. The new technology shall be capable of being employed in all Marine Corps tactical softwall shelters and shall have the ability to be transported in all tactical ground and air vehicles.
PHASE I: The small business will develop concepts for a softwall shelter heater system that meet the requirements as stated in the description section. The company will demonstrate the feasibility of the selected concept(s) in meeting Marine Corps needs and will establish that the concept(s) can be developed into a useful system for the Marine Corps. Feasibility will be established by user testing and analytical modeling, as appropriate. The small business will provide a Phase II development plan with performance goals and key technical milestones that will address technical risk reduction.
PHASE II: Based on the results of Phase I and the Phase II Proposal, the small business will develop a softwall shelter heater system prototype for evaluation. The prototype will be evaluated to determine its capability in meeting the Marine Corps requirements for the softwall shelter heater system described above. System performance will be demonstrated through prototype evaluation and modeling or analytical methods over the required range of parameters including numerous deployment cycles. Evaluation results will be used to refine the prototype into producible design that will meet Marine Corps requirements. Working with the Marine Corps, the company will prepare a Phase III development plan to detail the strategy for transitioning the technology for Marine Corps use.
PHASE III: If Phase II is successful, the company will be expected to support the Marine Corps in transitioning the heating system for Marine Corps use. The company will further develop and produce softwall shelter heating systems for evaluation to determine its effectiveness in an operationally relevant environment. The company will support the Marine Corps for test and validation to certify and qualify the system for Marine Corps use. The company will prepare manufacturing plans and develop manufacturing capabilities to produce the product for military and commercial markets.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The potential for commercial application and dual use is high. The softwall shelter heater system can be used in commercial and civilian shelters where liquid fuels are not available or in short supply. Additionally, multi-fuel heaters can be used in soft walled shelters employed by emergency management, disaster aid and humanitarian aid agencies as well as by municipal public safety organizations.
REFERENCES:

1. Expeditionary Force 21. Forward and Ready: Now and In the Future. 4 March 2014. http://www.mccdc.marines.mil/Portals/172/Docs/MCCDC/EF21/EF21_USMC_Capstone_Concept.pdf


2. Marine Corps Expeditionary Energy Office. Marine Corps Expeditionary Energy Strategy and Implementation Plan. March 2011. http://www.hqmc.marines.mil/Portals/160/Docs/USMC%20Expeditionary%20Energy%20Strategy%20%20Implementation%20Planning%20Guidance.pdf
3. HDT Engineered Technologies website. 08 July 2014. http://www.hdtglobal.com/index.php?s=heater
4. RDECOM. “Department of Defense Standard Family of Tactical Shelters (rigid/soft/hybrid).” Joint Committee on Tactical Shelters (JOCOTAS). 17 May 2012. http://nsrdec.natick.army.mil/media/print/JOCOTAS.pdf
5. Department of Energy: Wood and Pellet Heating. 25 November 2013. http://energy.gov/energysaver/articles/wood-and-pellet-heating
6. Wood Pellet Stoves, Current July 2014.

http://www.woodpelletstoves.net/


KEYWORDS: Multi-fuel; alternate fuel; tents; softwall shelters; heaters; energy efficiency

N151-002 TITLE: Light-weight Vehicle Exhaust System for Amphibious Vehicles


TECHNOLOGY AREAS: Materials/Processes
ACQUISITION PROGRAM: Program Manager Advanced Amphibious Assault (PM AAA)
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.
OBJECTIVE: Develop an improved, light-weight, lower-cost, low-thermal conductivity vehicle exhaust system for use in next generation amphibious vehicles.
DESCRIPTION: The United States Marine Corps (USMC) is in the process of developing and procuring armored tracked and wheeled troop carriers designed to operate over harsh off-road terrain and in oceans and rivers (Ref. 1). Currently, amphibious vehicle capabilities are limited due to competing requirements: 1) water mobility, 2) combat effectiveness, 3) carrying capacity, and 4) survivability. Hence, lightweight durable and affordable components and sub-systems are necessary to maximize the overall system capability. The physical environment in which amphibious vehicles operate (seawater) is corrosive for many materials and the problem is exacerbated by high temperatures caused by the vehicle exhaust system. Current state-of-the-art for US military exhaust systems, as implemented on the Amphibious Assault Vehicle, consists of a pipe and muffler. The exhaust system technology implemented on the Expeditionary Fighting Vehicle (EFV) met performance requirements but imposed a severe weight burden on the vehicle and experienced deterioration due to seawater sloshing into the aft portion of the exhaust. The exhaust suffered from accelerated pitting and caused a short product life and high life-cycle cost. The engine used in the EFV was a 12 cylinder diesel and the exhaust system was comprised of aluminum and composite (Ref. 2). The next generation amphibious vehicles have similar performance requirements to the EFV and are projected to utilize a similarly rated engine. As such, this topic is focused on the development of an improved exhaust system that can withstand repeated heating/cooling cycles while minimizing the transfer of heat from engine exhaust to the external surface of the vehicle for personnel safety. Any technology innovations incorporated into next generation amphibious vehicles will need to be lighter and less expensive to acquire while still meeting performance specifications and being robust enough to withstand the demanding operating environments.
The USMC has interest in innovative approaches in the application of advanced material systems to enable the development of a robust, light-weight (less than 500 pounds (lbs)), affordable (less than $100K to acquire) engine exhaust system while simultaneously reducing the thermal conductivity of the vehicle’s exhaust to the environment. The exhaust system must be capable of efficient operation across a range of mass flow rates from 0.5 kilogram per second (kg/sec) to 3.5 kg/sec and an overall system backpressure of less than 50 millibar (mbar). The exhaust system must withstand internal pressures of up to 6 pounds per square inch (psi). Proposed concepts should address the ability to function in extreme operating environments which include, but are not limited to, -25 degrees Fahrenheit (°F) to +120°F, hot dessert blowing sand, full salt water immersion and immersion in petroleum-based liquids (Ref. 6). Concepts must be able to withstand indefinite operation with up to 750 degrees Celsius (°C) engine exhaust and not suffer performance degradation including corrosion when exposed repeatedly to quenching with ambient temperature sea water.
The ability to perform in the specified environment without experiencing system degradation as a result (e.g. corrosion or excess wear) is one of the key technical challenges for any proposed material system solution. The proposed concept should minimize thermal transfer from the hot exhaust gasses to the external surfaces. Optimally, the temperature of the exposed surfaces of the exhaust system should match the temperature of the surrounding vehicle surface. The proposed concept must be robust and survivable within the varied operating environment and able to withstand vehicle vibration and ballistic shock requirements (Ref. 3-7). For the purpose of technology development and demonstration, proposers should use the EFV geometries and operating profiles in the development of their concepts (Ref. 2).
The Phase I effort will not require access to classified information. If need be, data of the same level of complexity as secured data will be provided to support Phase I work. The Phase II effort will likely require secure access, and the small business will need to be prepared for personnel and facility certification for secure access.
PHASE I: The company will explore the application of advanced material system concepts for a light-weight, lower-cost, low thermal conductivity vehicle exhaust system alternative for next generation amphibious vehicles. The company will also need to take into account the operating environment in which the exhaust system will be exposed. The company will demonstrate the feasibility of the concept(s) and will establish that the selected concept can be developed into a useful product for the Marine Corps. Feasibility will be established by material testing and analytical modeling as appropriate. The company will provide a Phase II development plan with performance goals and key technical milestones that will address technical risk reduction.
PHASE II: Based upon the results of Phase I and the Phase II Proposal development plan, the company will develop a vehicle exhaust system alternative for next generation amphibious vehicles prototype for evaluation. The prototype will be evaluated to determine its capability in meeting the performance goals specified above and the Marine Corps’ requirements for an improved vehicle exhaust system. At a minimum, system performance will be demonstrated through prototype evaluation and modeling or analytical methods over the required range of parameters under real and/or simulated conditions. Evaluation results will be used to refine the prototype into an initial design that will meet Marine Corps requirements. Working with the Marine Corps, the company will prepare a Phase III development plan to detail the strategy for transitioning the technology for Marine Corps use.
PHASE III: If Phase II is successful, the company will be expected to support the Marine Corps in transitioning the vehicle exhaust system alternative for next generation amphibious vehicles for Marine Corps use. Working with the Marine Corps, the company will integrate their prototype vehicle exhaust system onto an existing vehicle for evaluation to determine its effectiveness in an operationally relevant environment. This technology is directly applicable to large military vehicles such as the Marine Corps’ Amphibious Combat Vehicle (ACV) and the Army’s Armored Multi-Purpose Vehicle (AMPV). The company will support the Marine Corps for test and validation to certify and qualify the system for Marine Corps use. The company will develop manufacturing plans and capabilities to produce the system for both military and commercial markets.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development and characterization of a lightweight exhaust system has direct application to a wide variety of uses in various military and commercial applications such as commercial trucks, and marine and construction equipment. Reductions in weight and heat from diesel and gas-turbine engines are of substantial value. This technology could also be adapted for use in shrouds around generators, turbine aircraft engines or better thermal shielding for use in automobiles.
REFERENCES:

1. “Expeditionary Fighting Vehicle.” Last modified 26 August 2012. Retrieved from: http://www.globalsecurity.org/military/systems/ground/aaav-specs.htm


2. “Expeditionary Fighting Vehicle.” Last modified 14 August 2014. Retrieved from: http://en.wikipedia.org/wiki/Expeditionary_Fighting_Vehicle
3. Hopkins, R., “The Challenge of Environmental Testing of the Expeditionary Fighting Vehicle Ammunition Feed System Separate from the Expeditionary Fighting Vehicle.” 30 March 2011. Retrieved from: http://www.dtic.mil/ndia/2011gunmissile/Tuesday11793_Hopkins.pdf
4. Walker, M., “United States Marine Corps Operational Maneuver From The Sea.” Retrieved from: http://www.acq.osd.mil/log/mpp/cbm+/Briefings/Monty_EFV_AG_working_group_overview_Mar08_resize.pdf
5. “AR 70-75 Survivability of Army Personnel and Materials.” 2 May 2005. Retrieved from: http://www.apd.army.mil/pdffiles/r70_75.pdf
6. “MIL-STD-810G Environmental Test Methods and Engineering Guidelines.” Retrieved from: http://www.everyspec.com/MIL-STD/MIL-STD-0800-0899/MIL-STD-810_13751/

7. “MIL-STD-889B Dissimilar Metals.” Retrieved from:

http://www.everyspec.com/MIL-STD/MIL-STD-0800-0899/MIL_STD_889B_955/
8. “Diesel Exhaust Aftertreatment 2000-2007.” 1 April 2008. Retrieved from: http://books.sae.org/pt-126/
KEYWORDS: amphibious vehicle; engine emissions; engine exhaust; thermal transfer; exhaust modulation

N151-003 TITLE: Low Complexity Suspension System for Amphibious Vehicles


TECHNOLOGY AREAS: Ground/Sea Vehicles
ACQUISITION PROGRAM: Program Manager Advanced Amphibious Assault (PM AAA)
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.
OBJECTIVE: Develop a minimally complex suspension system for up to 40 ton amphibious vehicles capable of moving the wheels or tracks into a position to minimize drag while moving through water for the purpose of improving speed and overall suspension system reliability.
DESCRIPTION: The United States Marine Corps is in the process of developing and procuring armored tracked and wheeled troop carriers designed to operate over harsh off-road terrain and in oceans and rivers (Ref. 1). Currently, amphibious vehicle capabilities are limited due to competing requirements: 1) water mobility, 2) combat effectiveness, 3) carrying capacity, and 4) survivability. For these reasons, light-weight, durable and affordable components and sub-systems which have the potential to maximize the overall system capability are viewed as being highly desirable as technology development initiatives. The suspension system for a high-speed amphibious vehicle needs to accommodate both land and sea travel. This dual mode of operation presents complex engineering challenges. The suspension system technology implemented on the Expeditionary Fighting Vehicle (EFV) reflects the current state-of-the-art for tracked amphibious vehicles. This system used high pressure Hydropneumatic Suspension Units (HSU) that pivot aft to lift the track up to the level of the vehicle’s flat bottom. As can be seen in Reference 1, the EFV was basically a flat bottom brick shape with an extendable bow. In water mode, it retracted the vehicle’s track to minimize water drag and, in land mode, the HSU rotated down to provide 16 inch ground clearance while moving at up to 45 mph across country. While it met performance requirements, it was viewed as: very complex (20+ major components hundreds of feet of piping); requiring a very high (35,000 pounds per square inch (PSI) max) hydraulic pressure system; expensive to acquire; having a projected Mean Time Between Failure (MTBF) of 229 hours which was partially attributed to the complexity of the system.
The Marine Corps is interested in innovative approaches in the development of a suspension system for a 40 ton amphibious vehicle capable of traversing the land portion of the Marine Corps Mission Profile while being retractable to zero ground clearance while the vehicle is operating in the water. Proposed concepts (as a system) should weigh less than 5,000 pounds (lbs.), cost less than $800,000 to acquire and have an improved projected MTBF. Weight, cost, and complexity should not include track, road wheels, or support rollers for tracked systems nor wheels for wheeled systems. For the purpose of technology development and demonstration, proposers should use the EFV geometries and operating profiles in the development of their concepts (Ref 2, 3). Proposed concepts should:

- Address the ability to function in extreme operating environments which include but are not limited to -25 degrees Fahrenheit (°F) to +120°F, hot dessert blowing sand, full salt water immersion and immersion in petroleum based liquids.

- Allow for terrain traverse with combined 3 g-force (G) vertical and 0.7 G horizontal load on suspension station, racking load at diagonal corners for 1 G vertical load, North Atlantic Treaty Organization (NATO) tree impact (5" tree at 32 kilometers per hour (kph)-8365 pound equivalent static load), and fatigue loads for 30 year vehicle life.

- Be capable of withstanding, without performance degradation, all loads imparted in grounding from a speed of 9 knots.

- Not allow ground pressure to exceed 70.67 kiloPascals (kPa) (10.25 psi) and shall have a ground clearance of no less than of 15 inches.

- Support steering in the forward and reverse directions on 40 percent side slopes and ascending, descending, starting, and stopping on a dry hard surfaced longitudinal slope up to and including 60 percent grade in both forward and reverse direction.

- Allow the vehicle to cross a gap no less than 2.44 meters (8 feet) across.

- Robust and survivable within the varied operating environment (Ref. 4 and 5) and able to withstand vehicle vibration and ballistic shock requirements (Ref. 4).


PHASE I: The company will explore the design and development of advanced suspension system concepts for a light-weight, lower-cost, low-complexity, vehicle suspension system alternative for next generation amphibious vehicles. The company needs to consider the operating environment in which the suspension system will be exposed. The company will demonstrate the feasibility of the concept(s) in meeting Marine Corps’ needs and will establish that the concept can be developed into a useful product for the Marine Corps. Feasibility will be established by material testing and analytical modeling as appropriate. The company will provide a Phase II development plan with performance goals and key technical milestones that will address technical risk reduction.
PHASE II: Based upon the results of Phase I and the Phase II Proposal, the company will develop a scaled prototype of the suspension system for evaluation. The prototype will be evaluated to determine its capability in meeting the performance goals established for the Marine Corps’ amphibious vehicles improved vehicle suspension system as identified above. System performance will be demonstrated through prototype evaluation and modeling or analytical methods over the required range of parameters. Evaluation results will be used to refine the prototype into a design that will meet Marine Corps requirements. Working with the Marine Corps, the company will prepare a Phase III development plan to detail the strategy for transitioning the technology for Marine Corps use.
PHASE III: If Phase II is successful, the company will be expected to support the Marine Corps in transitioning the suspension system for Marine Corps use. Working with the Marine Corps, the company will integrate their prototype vehicle suspension system into a vehicle for evaluation to determine its effectiveness in an operationally relevant environment. This technology is directly applicable to large military vehicles such as the Marine Corps Amphibious Combat Vehicle (ACV) and the Army’s Armored Multi-Purpose Vehicle (AMPV). The company will support the Marine Corps for test and validation to certify and qualify the system for Marine Corps use. The company will develop manufacturing plans and capabilities to produce the system for both military and commercial markets.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development and characterization of a suspension system has direct application to various military and commercial applications such as amphibious rescue vehicles. Reductions of weight and complexity in the suspension can be of substantial value.
REFERENCES:

1. “Expeditionary Fighting Vehicle.” Last modified 14 August 2014. Retrieved from: http://en.wikipedia.org/wiki/Expeditionary_Fighting_Vehicle


2. “Expeditionary Fighting Vehicle (EFV).” Last modified 26 August 2012. Retrieved from: http://www.globalsecurity.org/military/systems/ground/aaav-specs.htm
3. Walker, M., “United States Marine Corps Operational Maneuver From The Sea.” Retrieved from: http://www.acq.osd.mil/log/mpp/cbm+/Briefings/Monty_EFV_AG_working_group_overview_Mar08_resize.pdf
4. MIL-STD-810G Environmental Test Methods and Engineering Guidelines. Retrieved from: http://www.everyspec.com/MIL-STD/MIL-STD-0800-0899/MIL-STD-810_13751/

5. MIL-STD-889B Dissimilar Metals. Retrieved from: http://www.everyspec.com/MIL-STD/MIL-STD-0800-0899/MIL_STD_889B_955/


KEYWORDS: Amphibious vehicle; suspension system; retractable suspension; tracked vehicle; wheeled vehicle; hydrodynamic efficiency

N151-004 TITLE: Compact Auxiliary Power System for Amphibious Combat Vehicle


TECHNOLOGY AREAS: Ground/Sea Vehicles
ACQUISITION PROGRAM: PEO-Land Systems, PM Advanced Amphibious Assault (PM-AAA)
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.
OBJECTIVE: Develop a quiet auxiliary power unit system that provides a high power-to-weight and volume ratio capable of powering Amphibious Combat Vehicle (ACV) auxiliary electrical loads during silent watch and at-sea recovery.
DESCRIPTION: The United States Marine Corps (USMC) ACV program has a need for a very compact, quiet, and light-weight auxiliary power unit (APU) for powering on-board equipment when the main engine is off, providing silent watch capability of the ACV while ashore and at sea, and for subsystems operation during at-sea recovery.
APUs are typically powered by reciprocating or turbine engines coupled to isochronous or permanent magnet generators (Ref 1). Both engine types emit high noise levels. The aerospace industry uses turbine-powered APUs to provide power, compressed air, and environmental control. The turbine APU has the advantage of having a high power-to-weight ratio, though not as fuel-efficient, especially at non-peak loads (Ref 2). Reciprocating engines are very common, relatively inexpensive, and have a lower power-to-weight ratio. However, existing reciprocating engine APU configurations are loud and lack the power to weight/volume necessary to meet the needs of the ACV program.
Hybrid auxiliary power systems, which use a combination of power technologies, are beginning to gain acceptance, but have not been adapted to workable solutions in acoustically restrictive applications as discussed within this topic. Zero-emission fuel cells with built-in fuel reformers have recently been integrated to provide auxiliary power for over-the-road freight trucks (Ref 3), and are expected to become price-competitive as diesel exhaust emission restrictions become effective. However, existing fuel cell systems do not operate properly when using military fuels, and have not yet been proven in austere military environments.

This topic seeks an innovative approach in the development of an APU capable of being placed and operated in a dimensionally challenging space, such that the aural signature and acoustic noise level transmitted to the vehicle interior and the exterior are at acceptable levels.


Proposed concepts shall provide 7 kilowatt (kW) continuous Direct Current (DC) power at 28 volts, with a capability to handle transient loads of up to 125% for 5 minutes, and 150% for 5 seconds, and meet Mil-STD-1332B (www.everyspec.com) DC Utility Power requirements. F24, DF-2, DF-A, or JP-8 fuel from the vehicle’s on-board fuel tank will be available for use and may use the main vehicle batteries for starting and peak buffering. Concepts shall be capable of starting and operating in temperatures between -51 degrees Fahrenheit (°F) and 130°F and shall, as a system, weigh less than 440 pounds (threshold), or 220 pounds (desired). Proposed concepts shall not generate a direct sound pressure level at the vehicle interior, not including the reverberant sound field, of more than 80 A-weighted decibels (dB(A)) referenced to (re) 20 micropascals, under all loading conditions (0 to 100% loading). Proposed concepts shall not generate a sound pressure level at the exterior of the APU of more than 75 dB(A) Objective, 85 dB(A) (Threshold). Fuel consumption shall not exceed 0.5 Gallon-per-Hour (GPH) (Objective), 1.0 GPH (Threshold) at full continuous load resulting in significant fuel savings over having to run the main engine. Proposed concepts shall not exceed the following dimensions: 12”H x 18.4”W x 36”L, which excludes the starting battery or fuel tank. The APU target production cost shall be less than $59,000 (threshold), $25,000 (desired).
PHASE I: The small business will develop concepts for quiet auxiliary power system that meets the requirements stated in the description section and that is capable of powering ACV auxiliary electrical loads during silent watch and at-sea recovery. The company will demonstrate the feasibility of the concept(s) in meeting Marine Corps needs and will establish that the concept(s) can be developed into a useful system for the Marine Corps. Feasibility will be established by material testing and analytical modeling, as appropriate. The small business will provide a Phase II development plan with performance goals and key technical milestones, and that will address technical risk reduction.
PHASE II: Based on the results of Phase I and the Phase II Proposal, the small business will develop a scaled, quiet, auxiliary power system prototype for evaluation. The prototype will be evaluated to determine its capability in meeting the Marine Corps’ requirements for the quiet auxiliary power system as stated above. System performance will be demonstrated through prototype evaluation and modeling or analytical methods over the required range of parameters. Evaluation results will be used to refine the prototype into a design that will meet Marine Corps’ requirements. Working with the Marine Corps, the company will prepare a Phase III development plan to detail the strategy for transitioning the technology for Marine Corps use.
PHASE III: If Phase II is successful, the company will be expected to support the Marine Corps in transitioning the quiet auxiliary power system for Marine Corps use. The company will develop quiet auxiliary power unit(s) for evaluation to determine its effectiveness in an operationally relevant environment. The company will support the Marine Corps for test and validation to certify and qualify the system for Marine Corps use. The company will develop manufacturing plans and capabilities to produce the system for both military and commercial markets.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: A quiet, ruggedized, high power-to-weight/volume ratio generator is highly desirable in many markets. In particular, applications in aviation, marine, and emergency response are easily envisioned.
REFERENCES:

1. “On-Site Power Generation, A Reference Book, Fourth Edition” Boca Raton, FL, Electrical Generating Systems Association (EGSA), 2006. http://www.egsa.org/Publications/ReferenceBook.aspx


2. “Technology Characterization: Microtubines.” Environmental Protection Agency, Combined Heat and Power Partnership Program, Arlington, VA, December 2008. http://www.epa.gov/chp/documents/catalog_chptech_microturbines.pdf
3. Weissler, Paul. “Delphi truck fuel-cell APU to hit road in 2012”. Society of Automotive Engineers. 12 May 2010, http://articles.sae.org/8222/
KEYWORDS: Auxiliary Power Unit; Compact Generator; Auxiliary Power; Silent Watch; ACV; Amphibious Vehicles

N151-005 TITLE: Real-Time Exploitation of Video Synthetic Aperture Radar Imagery


TECHNOLOGY AREAS: Air Platform, Sensors
ACQUISITION PROGRAM: PMA 299
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.
OBJECTIVE: Develop innovative techniques to exploit Video Synthetic Aperture Radar (Video-SAR) imagery using a signature-aided non-coherent (NCD) approach in order to provide real-time detection, tracking and classification support for very slow moving targets.
DESCRIPTION: Video-SAR has proven to be a very valuable tactical tool for remote monitoring of activity in an area of interest such as a port or harbor facility. With sufficient spatial resolution it is possible to observe the movement of vehicles and even humans. However, significant operator attention and experience is required to discern the movement of slowly walking humans. Automated detection and tracking of all moving objects in the scene, but in particular a robust approach for slow walking humans, is needed. The application of Video-SAR and signature-aided NCD should facilitate the robust detection and tracking of very slow moving targets that have spatially changed their positions as a result of movement. NCD algorithms are relatively simple to implement onboard real-time processing, as well as having the potential of being fairly robust. However, the main drawback to NCD, particularly for detection of low radar cross section (RCS) targets such as humans, is the potential for high false alarm rates. On the other hand, coherent change detection should provide the complementary capability to detect dismounts, but is very difficult to implement in a robust fashion. To mitigate potential false alarms, a signature-aided tracking approach that exploits high resolution features within the NCD detections is suggested to help correlate real target tracks. The techniques should be able to leverage somewhat similar approaches used in video tracking.
PHASE I: Develop a video-SAR exploitation approach and demonstrate initial feasibility using open-source or other available radar collections. Develop a plan addressing performance metrics and integration tasks for a use on the MH-60R.
PHASE II: Develop and refine a real-time implementation of the approach suitable for demonstration on the MH-60R APS-153 radar system. Assess the performance of the approach on open-source or other suitable data collections. Complete the integration plan and include the definition of all interfaces.
PHASE III: Test and fully integrate the approach in the APS-153 radar system, as well as other candidate radar systems, and transition the technology to the Fleet and commercial applications.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The general methods developed could be applicable to a wide range of surveillance applications, including homeland security.
REFERENCES:

1. Henke, D., Magnard, C., Frioud, M., Small, D., Meier, E. & Schaepman, M. E. (2012). Moving-Target Tracking in Single-Channel Wide-Beam SAR. IEEE Transactions On Geoscience and Remote Sensing, 50(11), 4735-4747.


2. Bovolo, F., Marin, C. & Bruzzone, L. (2012). A Novel Hierarchical Approach to Change Detection With Very High Resolution Sar Images for Surveillance Applications. IEEE IGARSS, 1992-1995.
3. Nawaz, T., Poiesi, F. & Cavallaro, A. (2014). Measures of Effective Video Tracking. Image Processing, IEEE Transactions, 23(1), 376-387.
KEYWORDS: Target Detection; Synthetic Aperture Radar; Target Tracking; Radar Surveillance; Video Synthetic Aperture Radar; Non-Coherent Change Detection
Questions may also be submitted through DoD SBIR/STTR SITIS website.

N151-006 TITLE: Low Power, Low Cost, Lightweight, Multichannel Optical Fiber Interrogation Unit



for Structural Health Management of Rotor Blades
TECHNOLOGY AREAS: Air Platform, Sensors
ACQUISITION PROGRAM: PMA 261
OBJECTIVE: Develop an innovative optical fiber interrogator of low weight, small factor, and low power draw for integration into composite rotorcraft blade Structural Health and Usage Monitoring systems (SHUMs).
DESCRIPTION: The main rotor blades and associated rotating hardware are some of the highest dynamically loaded parts found on rotorcraft. These dynamic parts have historically been hard to instrument without a significant weight penalty and are often inspected at intervals. A system capable of monitoring true strains, as well as damaging impacts during rotorcraft operation, without the usually associated weight penalties would have enormous benefits. Usage information taken from this system would enable health and usage monitoring (HUM) of the rotor system, allowing maintainers to be alerted when components are about to show signs of degradation, resulting in increased safety and reduction in unnecessary maintenance. Additionally, faster maintenance turnaround would translate into improved aircraft availability and lower life cycle costs.
Optical fiber sensors could be used for the monitoring of strain levels, vibrations, and temperature in a rotor blade. In order to perform impact detection, degradation diagnostics, and fatigue damage monitoring, the low weight of the fiber sensor, and its immunity to electrical interference, are major benefits to this sensing method. In addition, these optical fibers can be embedded into composite fiber blades during their construction, giving them a layer of protection from environmental factors. Optical fibers can measure much larger strain ranges than traditional foil strain gages. An optical fiber system could also be used to assist blade tracking. By embedding these sensors into a rotor blade, the safety and cost of rotorcraft operations would be greatly improved. This condition based maintenance functionality is in line with current Navy programs like the CH-53K Integrated Hybrid Structural Management Systems (IHSMS), which is an effort aimed at developing rotorcraft airframe and rotor system Structural Health Management (SHM) capabilities.
The sensor interrogator is the major component within the optical fiber system which drives the weight and power requirements. Mission-ready helicopter load-outs avoid slip rings due to their unnecessary weight and complexity; a fiber system, therefore, must be able to use the limited power available from energy harvesting methods. With a weight of several pounds (and high power requirements), commercial interrogator units are unusable in the dynamic rotorcraft environment. An interrogator that is much lighter and smaller than these commercial units is desired. The system must be of low volume (less than 200 cm3) and weight (no greater than 0.33 kg), and be capable of interrogating an optical fiber containing 15 sensing locations in a single blade, and have no moving parts. The sensor interrogator should also be able to withstand the high vibrations and loads found in a Naval rotor system in which it will be installed. The interrogator must be able to accurately resolve the large blade strains produced by a helicopter blade, and be able to obtain data from each sensor at a rate of at least 1 kHz. The interrogator must also be able to operate efficiently, drawing no more than 3 watts of power.
PHASE I: Determine and demonstrate the feasibility of a multi-function optical fiber sensor system that can, at minimum, meet all of the stated requirements listed in the description. For Phase I efforts only, the requirements for the system can be scaled up to 30 sensing locations or down to 5 sensing locations as long as all of the other requirements (power draw, size, weight, etc.) scale similarly.
PHASE II: Develop and mature technologies, fabricate and deliver a prototype of the proposed optical fiber sensing system capable of surviving in the vibratory environment similar to one found on a Naval helicopters rotor system, and demonstrate its ability to meet the stated requirements.
PHASE III: Integrate the optical fiber sensing system, resulting from the Phase II effort, on a Navy helicopter rotor equipped with wireless sensor and power systems. Perform field testing to show the robustness of the system and to resolve issues regarding the interrogator integration with embedded sensors and on-board communication networks. Transition into use on appropriate Navy platforms and commercial applications.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Potential to integrate into structural health usage management/monitoring systems (HUMS) for use in engineering projects such as buildings, bridges, robotics, commercial aviation and helicopters.
REFERENCES:

1. Annamdas V.G.M., Yang Y. & Liu H. (2008). Current development in fiber Bragg grating sensors and their Applications. Proceedings of SPIE, San Diego, California, USA, 6932, 69320D (paper no: 6932-15). http://www.academia.edu/2195126/Current_development_in_fiber_Bragg_grating_sensors_and_their_applications


2. Todd M.D., Johnson G.A. & Vohra S.T. (2001). Deployment of Fiber Bragg Grating-Based Measurement System in a Structural Health Monitoring Application. Smart Materials and Structures, 2001, 10, 534-539. http://iopscience.iop.org/0964-1726/10/3/316/pdf/0964-1726_10_3_316.pdf
3. MIL-STD-810G, Environmental Engineering Considerations and Laboratory Tests (31 Oct 2008).
KEYWORDS: Wireless; Blade; Uav; Hums; fiber interrogator; strain monitoring
Questions may also be submitted through DoD SBIR/STTR SITIS website.

N151-007 TITLE: Sensory System for the Transition from Aided to Unaided Vision During Flight to



Mitigate Spatial Discordance
TECHNOLOGY AREAS: Air Platform, Human Systems
ACQUISITION PROGRAM: JSF-Sus
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.
OBJECTIVE: Develop a system to seamlessly transition from aided to unaided vision while performing night operations.
DESCRIPTION: When pilots transition from aided to unaided vision during flight, the number of visual cues that can be used as reference for aircraft attitude is greatly reduced. If this occurs during nights with very low ambient light, spatial discordance can occur. Rapid transition from aided to unaided sight reduces the number of peripheral visual cues from many to few which can lead to spatial disorientation and unsafe flight. Dark adaptation, or the ability to perceive low-level light, can take as long as half an hour [2]. Other cues that indicate the attitude of the aircraft must be made present to mitigate the effects of night-vision aides on the visual system, where a light adapted eye must quickly transition to extremely dark conditions.
A lack of sufficient peripheral visual orientation cues may lead to a number of spatial discordance issues (e.g., black-hole effect) [4]. Peripheral visual cues are reduced during a dark night or white-out (atmospheric or blowing snow) conditions. In either case, it is the lack of peripheral visual cues that lead to disorientation. Another situation in which pilots require peripheral visual cues is when approaching and closing in on another aircraft (e.g., in-flight refueling). Pilots use peripheral cues to estimate their relative position to the Earth and the aircraft to which they are approaching [4]. Without this peripheral information, as it occurs in extremely dark conditions, closing in on another aircraft becomes significantly more challenging and potentially dangerous. Currently, pilots rely on the plane’s attitude indicator, a visual representation of the plane’s position relative to the horizon, when experiencing spatial discordance. This visual cue provides information to the foveal visual field and does not take advantage of the benefits of cuing peripheral sensory receptors. Although this information is quite salient in the foveal visual field, pilots report dismissing this information since the vestibular cues they experience provide more compelling evidence of their (incorrect) spatial orientation.
As previously mentioned, peripheral visual cues are a major contributor to maintaining straight and level flight and avoiding spatial discordance. More recent research, however, has demonstrated that spatial information can be improved with multimodal (i.e., vision, hearing, tactile) stimulus presentation [1]. With the appropriate combination of more than one stimulus modality, humans can orient themselves more quickly and accurately than with the activation of one sensory modality alone [1].
Technology with the ability to provide a pilot transitioning from aided to unaided flight with additional stimuli to maintain a straight, level, and safe flight is needed. This technology should be able to be activated at the pilot's discretion and suitable for different platforms that have different requirements and constraints. At a minimum, however, this project should be applicable to Navy 5th generation fighter aircraft. Since the only 5th generation fighter in the current inventory is the F-35 Lightning II, this technology should be compatible with the current cockpit design and successfully integrate with the baseline pilot-vehicle interface (PVI). If possible, the technology should extend to previous generation fighters and other aircraft (e.g., helicopters). Collaboration with original equipment manufacturers (OEMs) in all phases is highly encouraged to assist in defining aircraft integration, commercialization requirements, and providing test platforms. The stimulation of more than one sensory system (e.g., vision, hearing) is not required, but only illustrated as an example.
PHASE I: Based upon stated needs in the description, develop an approach that demonstrates the ability for a pilot to orient themselves more quickly and accurately than current technology allows. Provide documentation that demonstrates the suitability of the design into representative platforms and mission environments. A proof-of-concept demo should be performed along with a Technology Readiness Level (TRL)/Manufacturing Readiness Level (MRL) assessment.
PHASE II: Develop the system into a prototype, perform further testing in a relevant environment, and demonstrate performance in a simulated or actual flight environment. During this phase, performer should engage appropriate PMA, PEO, and/or appropriate contract support (e.g., Joint Program Office (JPO), Lockheed Martin (LM), etc.) to discuss options for in-flight test in Navy aircraft. If this is cost- or time-prohibitive, testing in commercial aircraft is acceptable. Tests during this phase should demonstrate the superiority of the new system compared to the standard avionics used during spatial discordance. Feasibility of aircraft/fighter integration should also be demonstrated. TRL/MRL assessment should be updated.
PHASE III: Transition the system into the Fleet by providing the system to appropriate testing-and-evaluation (T&E) programs. Contacts described in Phase II should be aware of technology by Phase III and providing in-flight (T&E) during Phase III. Concurrent with in flight T&E, performer should develop commercialization plans for the private sector.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This system would be useful in the private sector as spatial discordance has been found to be a large contributor to civilian mishaps as well.
REFERENCES:

1. Calvert, G. A., Spence, C., & Stein, B. E. (2004). The Handbook of Multisensory Processes. MIT Press.


2. Bear, M. F., Connors, B. W., & Paradiso, M. A. (2006). Neuroscience: Exploring the Brain 3rd Edition. Lippincott, Williams, & Wilkins.
3. Bertelson, P. & Radeau, M. (1981). Cross-modal bias and perceptual fusion with auditory-visual spatial discordance. Perception & Psychophysics, 29(6), 578-584.
4. Gillingham, K. K. & Previc, F. H. (1993). Spatial orientation in flight. (No. AL-TR-1993-0022). ARMSTRONG LAB BROOKS AFB TX.
5. DoD 5000.2-R, Appendix 6, pg. 204., Technology Readiness Levels and Their Definitions. http://www.acq.osd.mil/ie/bei/pm/ref-library/dodi/p50002r.pdf
6. Manufacturing Readiness Level (MRL) Deskbook, May 2011. http://www.dodmrl.com/MRL_Deskbook_V2.pdf
KEYWORDS: spatial orientation; spatial discordance; peripheral cues; vision; multisensory; sensory system
Questions may also be submitted through DoD SBIR/STTR SITIS website.

N151-008 TITLE: Innovative, Low Cost, Highly Durable Fuel Bladder for Naval Applications


TECHNOLOGY AREAS: Air Platform, Materials/Processes
ACQUISITION PROGRAM: PMA 265
OBJECTIVE: Develop an innovative, low cost, lightweight, highly durable fuel bladder for naval applications through a quicker, more repeatable manufacturing process.
DESCRIPTION: A fuel bladder is a flexible internal aircraft structure containing fuel to be provided to the engine(s). The fuel bladder must be foldable so that it can be installed through small cavity openings on the aircraft. Metal fittings are incorporated into the fuel bladder to allow interface to the aircraft fuel system. The bladder must also be durable enough to prevent a rupture of the bladder and fuel leakage from flight or maintenance induced stresses. Quality fuel bladders are imperative for the safety of our warfighters. Any fuel leaks during operational flight lead to a risk of fire, which could result in the loss of aircraft and crew. On many platforms, the Navy’s demand for fuel bladders is higher than the rate that the current fuel bladder manufacturer is able to supply. Additionally, the state of the art in fuel bladder manufacturing is a handmade artisan dependent process that can take up to 60 days to complete. This process is subject to human error, often requiring significant rework of the finished product, which results in expensive end products and long build times. This rework can include, but is not limited to, repairs such as patches, buffing, and fitting replacement.
An innovative, lightweight fuel bladder material and/or process that will decrease fuel bladder costs and improve product quality is needed. The result should be a quicker, more repeatable manufacturing process, and should increase fuel bladder durability by allowing for high puncture resistance, abrasion resistance and tensile strength, while maintaining the required flexibility. Proposed designs must be compatible with any fuel used by the Navy, including JP-5, commercial Jet A (with military additives) and a 50/50 blend of current jet fuel and bio-derived fuel. Proposed designs must also have self-sealing capability. A production representative fuel bladder must be constructed from the proposed materials. A more consistent material and process will yield higher quality fuel bladders, which will help reduce the downtime of aircraft, thus improving the capability of the warfighter.
PHASE I: Develop novel approaches for an innovative, low cost, lightweight fuel bladder materials and manufacturing process that are highly durable and acceptable for naval applications. Identify concepts and methods to be used to manufacture this new technology and demonstrate the feasibility of the recommended approach through the fabrication of a simple coupon or tank element. Modeling & simulation and/or coupon testing should address the ability of the material to meet the strength and performance requirements as specified in either MIL-DTL-5578 or MIL-DTL-27422.
PHASE II: Develop and demonstrate prototype fuel bladders using materials and processes developed under the first phase of this program. Validate, through testing, that the processes and materials can meet the “Phase I” of the qualification requirements of either MIL-DTL-5578 or MIL-DTL-27422. Demonstrate that the material and process can be modified to meet the requirements of MIL-DTL-6396 and either MIL-DTL-5578 or MIL-DTL-27422. Develop a production representative fuel bladder.
PHASE III: Validate and verify that the developed technology can reliably contain fuel in a low-cost, durable, lightweight, aircraft representative fuel bladder. Validate, through testing, that the processes and materials can meet the “Phase II” of the qualification requirements of MIL-DTL-5578 or MIL-DTL-27422. Demonstrate that the material and process can be modified to meet the “Phase II” of the requirements of MIL-DTL-6396 and either MIL-DTL-5578 or MIL-DTL-27422. Transition technology for implementation on existing fixed or rotary wing aircraft.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Fuel bladders are utilized on a majority of Navy, Marine, Army, and Air Force aviation platforms, as well as throughout the commercial industry. This topic has the potential for interoperability, since the same material lay-up and manufacturing process can be utilized for fuel bladders across many military and commercial platforms.
REFERENCES:

1. MIL-DTL-6396F (2008). DETAIL SPECIFICATION: TANKS, FUEL, OIL, COOLING FLUIDS, INTERNAL, REMOVABLE NON-SELF-SEALING.

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