Army SBIR 14.1 Topic Index
A14-001 Gear Coatings for Loss of Lubrication Application
A14-002 Innovative Seat Restraint Systems for Troops in Rotorcraft
A14-003 Paint Additive for Early Detection of Corrosion
A14-004 Electrostatic Methods for Improved Separation of Fine Sand/Dust Particles in Turbine Engines
A14-005 Electronic Health Monitoring System Power Source
A14-006 Ultra Low Power Electronic Health Monitoring System
A14-007 Ceramic Matrix Composite Materials for Transpiration Cooling
A14-008 Wide Field of View Primary Optic for Semi-Active Laser Sensor
A14-009 High Capacity Materials and Advanced Engineering for Thermal Batteries
A14-010 Fragmentation Data Collection and Analysis for JMEMs Arena Tests
A14-015 Reproducible high yield production of structural proteins for biologically-derived fibers as an
alternative to nylon
A14-016 Ultra-low power "system-on-a-chip" integrated circuit for fieldable neurobiological sensing
A14-017 Flexible, high-frequency, high-durability, and multifunctional sensor film
A14-018 Low-profile antennas using anisotropic/inhomogeneous magneto-dielectric metamaterials
A14-019 Development of Micro JP-8 Fuel Injection System for Small Unmanned Aerial and Ground
A14-020 Universal Software-Defined Receiver for Assured and Seamless Position, Navigation, and Timing
A14-021 Quantum frequency conversion for quantum communication
A14-022 Field Effects for Processing of Ultralightweight Materials with Superior Properties
A14-023 Abuse Tolerant High Energy LiCoPO4-Based 5V Li-ion Cells
A14-024 Color Matching High Durability Coating for Combat Vehicle Tires and Treads
A14-025 Experimental Application of Non-Relational Database Technology for Scaled Simulation Based
A14-028 Interference Cancellation for Mobile Force Protection Jamming
A14-029 Cyber War Gaming
A14-030 Fragmented Spectrum Efficiency Manager
A14-031 High-Performance, Low-Power, Acceleration-Compensated Oscillator Technology
A14-032 Anti-Jam Antennas for GPS Pseudolites and Blue Force Electronic Attack (BFEA) Interference
A14-033 Ka- and L-band Imaging Radar
A14-034 Current Source for Magnetic Sensor
A14-035 Middle Ultraviolet Semiconductor Laser Diode
A14-036 High Frequency (HF) Radio Direction Finding
A14-037 Digital Readout Integrated Circuit for Infrared Focal Plane Array
A14-038 Dismounted Soldier See-through HD Display with Wireless Interface
A14-039 Standoff technologies for the detection of Explosively Formed Penetrators (EFPs)
A14-040 Secure DIB 1.3 Query Service for Redaction and Fine Grained Access Control
A14-041 A LIDAR for Mapping Dense Aerosols
A14-042 A Novel Method for Creating Microshear to Aerosolize Packed Powders
A14-043 Development of Phage-Quantum Dot Based Diagnostic Tools for Biological Agents
A14-044 Ricin Toxin Protective Monoclonal Antibodies with Improved Serum Half-Life
A14-045 Modernized Production of Enteric Coated Live, Oral Adenovirus Vaccine
A14-046 Antibiotic Decision Support System for Management of Combat Casualties with Severe Infections
A14-047 Portable Closed Loop Burn Resuscitation System to Optimize and Automate Fluid Resuscitation
of Combat Casualties
A14-048 Development of Biocompatible Dressings for the Delivery of Analgesics to Burn Wounds
A14-049 Diagnostic Device for Norovirus Gastroenteritis
A14-050 Novel Imaging Agents for Tauopathies Associated with Brain Injury
A14-051 Secure Wireless Communications for Enroute Combat Casualty Care
A14-052 Ultra Low-Power System on a Chip (SoC) for Physiological Status Monitoring (PSM)
A14-053 Squad-Multipurpose Equipment Transport Medical Module Payload for Casualty Extraction
A14-054 Mobile Military CO2 Refrigeration
A14-055 Development of Tool to Assess the Impact of “Off-shade/Specification” Samples on Visual and
Signature Performance Requirements
A14-056 Technology to Support Non-destructive Inspection of Helicopter Sling Load (HSL) Slings and
A14-057 Innovative Anti-Fog Technology for Personal Protection Eyewear
A14-058 Novel Power Solutions for Fuzing and Munitions Applications
A14-059 Printed Low Voltage Munition Ignition Bridge
A14-060 OH-58F Flight Control Authority and Architecture Investigation
A14-061 High Capability Off-Road Active Suspension System
A14-062 Real-Time and Simplified Sensors to Support Mobile Wastewater Treatment
A14-063 High Voltage Pulse Forming Network (PFN) Capacitor
A14-064 Hot Stamping of Thick Gage Armored Steels
A14-065 Electronic Warfare Battle Damage Assessment
A14-066 Pseudo-Satellite Antenna for GPS Signal Rebroadcast
A14-067 All Digital Radar
A14-068 Reduced Drag Connector for Hellfire Missile
A14-069 Dynamic Infrared Projections: Time/Posture Thermal Representation and SAF Integration
A14-070 Orientation Tracking in the Live and Virtual Training and Testing Environments
A14-071 Explosive Pulsed Power: Ferroelectric Generators for Advanced Munitions
A14-072 Advanced Security Architectures for Mobile Computing Platforms
A14-073 Bipolar Lead Acid Batteries for Military Vehicle Application
A14-074 Rapid Prediction of Convective Heat Transfer for Thermal Signature Analysis
A14-075 Reliability-Based Design Optimization Software Package for Broader Simulation-Based Design
A14-076 Sulfur Tolerant JP-8 Reformer
A14-077 Adaptive Inter-Cylinder Output Balancing System (AICOBS)
A14-078 Flame, Smoke and Toxicity Resistant Recoverable Interior Trim Energy Absorption Material
A14-079 Polymer Based Material to Improve Low-Speed Impact and Abrasion Resistance of Transparent
A14-080 Improved Lateral Stability for Unmanned Ground Vehicle Convoys
Army SBIR 14.1 Topic Descriptions
A14-001 TITLE: Gear Coatings for Loss of Lubrication Application
TECHNOLOGY AREAS: Materials/Processes
ACQUISITION PROGRAM: PEO Aviation
OBJECTIVE: Develop and demonstrate gear coatings in order to increase the endurance of helicopter transmissions operating after loss of primary oil flow. The objective is to develop low cost, low friction, highly reliable coating that is capable of allowing a transmission to run for 45 minutes in a loss of lubrication condition.
DESCRIPTION: Under normal rotorcraft operations, flowing lubricant keeps heat generation low and removes excess heat away from the gearboxes. In an oil-out condition, where the primary oil flow no longer exists, the rotating gear components generate more heat which leads to gearbox failure. Recent transmission oil loss incidents have caused emergency landings as well as fatalities.
Army rotorcraft have specific loss of lubrication requirements for drive systems, as noted in ADS-50-PRF. The drive systems are required to operate after loss of primary oil flow for a minimum of 30 minutes at cruise conditions (approximately 50% power rating). The Army desires the ability to run for a longer period of time after a loss of lubrication condition to improve aircraft survivability. One way to meet and exceed this requirement is to employ the use of an emergency oil system. This auxiliary system takes over during the loss of primary oil flow, but requires the aircraft to always carry around the additional associated weight. This additional weight reduces aircraft payload and range.
This topics goal is to develop a technology that will allow a gearbox to survive for at least 45 minutes at a 50% power rating, without the need for an auxiliary lubrication system. In order to meet this goal, an innovative gear coating approach is desired that will allow the gears to run at elevated temperatures for a longer period of time before failure. The gear coating technology developed under this effort should be designed to be affordable, capable of application to typical aircraft gear steels (AISI 9310, X-53, etc.), and compatible with typical gear manufacturing processes. Candidate coatings must be extremely durable, as gears are expected to operate without failure for many thousands of hours (order 109 cycles) in a lubricated gearbox. The coating should be designed so that it does not wear at temperatures below 400 degrees Fahrenheit, and will only degrade during oil out conditions. The coating should be between 1-40 micron’s thick, entirely cover each gear tooth, and not be detrimental to gear performance in any way. If the coating process results in increased surface roughness, a method to restore the original surface topography should be addressed.
PHASE I: Develop and conduct a feasibility demonstration of the proposed coating technology. This may include modeling of the coating performance, and coupon level experimental testing. This demonstration shall validate the solutions for identified critical technical challenges.
PHASE II: Contractors are encouraged to collaborate with an Army rotorcraft OEM during Phase II. The contractor shall further develop the gear coating based on the Phase I effort for implementation on an Army rotorcraft. The capabilities of the advanced coating will be validated by performing a loss of lubrication test in a full scale rotorcraft gearbox. This testing shall validate the ability of the coating to increase loss of lubrication performance.
PHASE III: This technology could be integrated in a broad range of military/civilian aircraft where loss of primary oil flow is a concern. The potential exists to integrate and transition this coating into existing and future Army gearboxes, such as those for the Apache, Chinook, Black Hawk, and Kiowa Warrior.
(1) M.P. Alanou, H.P. Evans, R.W. Snidle, “Effect of different surface treatments and coatings on the scuffing performance of hardened steel discs at very high sliding speeds,” Tribology International, Vol. 37, p.93-102, 2004.
(2) R.F. Handschuh, J. Polly, W. Morales, “Gear mesh loss-of-lubrication experiments and analytical simulation,” NASA/TM-2011-217106, November 2011
(3) R.W. Snidle, A.K. Dhulipalla, H.P. Evans, C.V. Cooper, “Scuffing performance of a hard coating under EHL conditions at sliding speed up to 16m/s and contact pressures up to 2.0GPa,” Journal of Tribology, Vol. 130, p.021301-1, April 2008
(4) ADS-50-PRF: Rotorcraft Propulsion, Performance Qualification Requirements and Guidelines, (http://www.redstone.army.mil/amrdec/rdmr-se/tdmd/Documents/ADS50R5.pdf)
KEYWORDS: Drive System, Transmission, Gears, Coatings, Lubrication
A14-002 TITLE: Innovative Seat Restraint Systems for Troops in Rotorcraft
TECHNOLOGY AREAS: Air Platform
ACQUISITION PROGRAM: PEO Aviation
OBJECTIVE: Develop and demonstrate innovative and advanced concepts for seat restraint systems, which will be intuitively easier and faster to use under any adverse conditions and can be readily integrated into existing forward, aft, and side-facing troop seats in military rotorcraft while providing the necessary protection requirements to prevent injuries during crash.
DESCRIPTION: Unlike a pilot who uses the seat restraint system so frequently that its use becomes a matter of habit, troops encumbered with varying types and quantities of equipment in military rotorcraft are often not familiar with the troop seat restraint systems. As a result, they may not use the restraint systems or don them incorrectly especially under adverse conditions like under enemy fire or in the dark. However, it is crucial for the troops and passengers to don the restraint systems quickly and properly in their troop seats to prevent injuries during crash. It has been reported that current 4-point and 5-point seat restraint systems are so difficult for troops to use that in many cases, the crew chief must assist troops in finding the straps and donning them properly. This difficulty results from lack of familiarity, equipment worn by the troop, which blocks visibility, system complexity, and straps that get misplaced down between or behind troop seats.
PHASE I: Develop innovative conceptual designs for seat restraint systems for troops in military rotorcraft, which will be intuitively easier and faster to use while providing the required protection to prevent injuries during crash and meeting the ingress and egress requirements. Required Phase I deliverables include monthly progress reports and a final technical report.
PHASE II: Upon successful completion of Phase I effort, conduct detail design, analysis, testing to demonstrate operational prototype improved restraint systems that can be easily integrated into existing forward, aft, and side-facing troop seats. Required Phase II deliverables include bi-monthly progress reports, test plans, test reports, design review packages, and a final technical report.
PHASE III: Optimize the design and the seat integration resulting from Phase II effort and conduct necessary performance, environmental, user-acceptance testing in an operational environment.
The innovative and advanced seat restraint systems for troops in Army rotorcraft can be applied to troop seats for other military platforms as well as the mine-blast protected seats in military and commercial ground vehicles.
1. Department of Army, Aircraft Crash Survival Design Guide, Volume IV, Fort Eustis, VA Aviation Applied Technology Directorate, US Army Aviation Systems Command, USAAVSCOM TR 89-D-22D, December 1989.
2. Department of Defense Joint Service Specification Guide, Crew Systems Crash Protection Handbook, JSSG-2010-7, 30 October 1998.
3. Military Standard, Light Fixed and Rotary-Wing Aircraft- Crash Resistance, MIL-STD-1290A (AV), 26 September 1988.
4. Military Specification, General Specification for Helicopter Cabin Crashworthy Seats, MIL-85510(AS), 19 November 1981.
5. Full Spectrum Crashworthiness Criteria for Rotorcraft, US Army Research, Development & Engineering Command, RDECOM TR 12-D-12, December 2011.
KEYWORDS: restraint system, troop seats, forward-facing, aft-facing, side-facing, rotorcraft, donning, injuries, crash
A14-003 TITLE: Paint Additive for Early Detection of Corrosion
TECHNOLOGY AREAS: Materials/Processes
ACQUISITION PROGRAM: PEO Aviation
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), which controls the export and import of defense-related material and services. Offerors must disclose any proposed use of foreign nationals, their country of origin, and what tasks each would accomplish in the statement of work in accordance with section 5.4.c.(8) of the solicitation.
OBJECTIVE: Develop and demonstrate a paint additive with associated non-destructive interrogation device to detect the very early/insipient formation of corrosion.
DESCRIPTION: Corrosion is a chronic problem for all of DoD and significant funding is spent annually detecting, repairing and in some cases replacing aircraft components. Inspection for corrosion is currently accomplished visually by maintenance personnel. Thus, the corrosion is usually only detected when it has formed and is causing structural damage to the effected components. In an effort to enhance corrosion detection practices, corrosion sensing devices that infer the possible formation of corrosion from monitored environmental parameters have been investigated. Sensors to detect the electrolyte catalyst that leads to corrosion formation have also been examined. However, in both cases, these sensors only monitor for corrosion in the immediate area they are installed. Thus, these corrosion detection approaches are greatly limited. It is anticipated that inspection for corrosion with a paint additive/non-destructive interrogation system would allow for discovery of nominal corrosion that can be easily treated before any damage occurs.
This topic's goal is to develop and demonstrate a paint additive with associated non-destructive interrogation device to detect the very early/insipient formation of corrosion. The additive must be able to function/survive in the harsh internal environments. The non-destructive interrogating device should be as small and lightweight as possible and have the capability to transverse in small areas. The additive/non-destructive interrogation system should be affordable (Threshold: $10K unit cost, Objective $5K unit cost) and readily producible. The paint additive must be compatible with current coating systems and not interfere with pretreatments. Camouflage of the aircraft must not be compromised in any way.
PHASE I: Develop and conduct a feasibility demonstration of the proposed paint additive/non-destructive interrogation technology. This may include modeling of the additive performance, and coupon level experimental testing. The paint additive must be compatible with current coating systems and not interfere with pretreatments. Camouflage of the aircraft must not be compromised in any way. The paint additive system will be graded for performance with metrics to include sensitivity of the paint additive to indicate corrosion when interrogated, the total area the interrogator head is able cover when investigating for Corrosion (Threshold: 5 mm squared, Objective: 10 mm squared), and the flexibility (ability to change angles) of the interrogator to reach difficult to access areas of the aircraft. This demonstration shall validate identified critical technical challenges.
PHASE II: The contractor shall further develop the paint additive/non-destructive interrogation device based on the Phase I effort for implementation on an Army rotorcraft. The capabilities of the advanced paint additive/non-destructive interrogation system will be validated by conducting testing using panels representative of aircraft manufactured structural sections. This testing shall validate the ability of the paint additive/non-destructive interrogation device to detect corrosion through the paint at the lowest level possible. Testing should include accelerated exposure to corrosion formation on the panels. The contractor shall address manufacturing/formulation of the new paint and additive, as well as identify phase III path ahead for military qualification.
PHASE III: This technology could be integrated in a broad range of military/civilian aircraft where corrosion is a concern. The potential exists to integrate and transition this coating into existing and future Army aircraft components, such as those for the Apache, Chinook, Black Hawk and Kiowa Warrior.
(1) Steven Harrigan, "A Condition-Based Maintenance Solution for Army Helicopters", The AMMTIAC Quarterly, Volume 4, Number 2(http://ammtiac.alionscience.com/quarterly)
(2) Army Regulation 750-59: Army Corrosion Prevention and Control Program, 9 December 2005.
(3) MIL-P-530220, Military Specification: Primer, coating, corrosion inhibiting, lead and chromate free, 1 June 1988.
(4) MIL-PRF-23377, MILGUARD – 23377, Epoxy- Polyamide Primer, Jan 2012.
(5) MIL-DTL-53022, MILGAURD – 53022, Corrosion Inhibiting L & C Free Epoxy Primer.
(6) MIL-DTL-53039, Coating, Aliphatic Polyurethane, Single Component, Chemical Agent Resistant.
KEYWORDS: Corrosion, Components, Maintenance
A14-004 TITLE: Electrostatic Methods for Improved Separation of Fine Sand/Dust Particles in Turbine
TECHNOLOGY AREAS: Air Platform
ACQUISITION PROGRAM: PEO Aviation
OBJECTIVE: Develop and demonstrate novel, electrostatic methods for improved fine sand/dust particle separation in turbine engines.
DESCRIPTION: Sand/Dust particles have significant detrimental effects on turbine engine performance and durability causing impact on mission effectiveness and sustainment costs. Fine sand particles melt in the combustor and solidify (turn to glass) on turbine vanes, blades, and other hot section components thereby disturbing flow characteristics and reducing efficiency. Glass releases during engine cycles/transients and can damage downstream components. These fine particles also can get into the turbine cooling flow and plug up cooling passages in turbine blades and vanes causing premature oxidation. The above effects reduce turbine performance, increase turbine temperatures, and shorten the life of hot section components resulting in more frequent engine overhauls. Fine particles (1-80 micron size) are much more difficult to separate from the main flow stream because they tend to more easily follow the flow and are not easily filtered by inertial effects. The goal of this program is to improve separation of these fine particles via novel electrostatic methods (i.e., attraction/deflection of particles into the scavenge flow or conglomeration of the particles into larger masses which can more easily be filtered/scavenged) to enable more effective aerodynamic separation techniques. The goal metric is to improve fine particle (1-80 micron size) separation efficiency from current level of about 70% in current inertial separators to greater than 90%. The electrostatic system design effort should include calculations/modeling and/or subcomponent tests to determine the most effective methods along with the required electrostatic charges and particle velocity limits to effectively conglomerate/deflect the sand/dust particles for subsequent aerodynamic filtration. A key technical challenge will be the ability to effectively achieve electrostatic conglomeration/deflection of fine sand particles in a turbine engine realistic airflow environment. Another key technical goal to be addressed will be the ability to integrate the proposed electrostatic separation method into the engine with no increase in pressure drop and no more than a 15% increase in filtration system weight and volume relative to the proposed baseline engine filtration system. The size and weight of the proposed system will be dependent on the intended engine application. Proposed electrostatic filtration concepts can be applied to various parts of the engine wherever most effective. System development and validation efforts should include component testing to demonstrate the electrostatic system effectiveness as a function of inlet particle size distributions, where inlet to exit particle sizes will be evaluated. Small businesses are encouraged to work with major engine manufacturers to ensure effective application of proposed technologies into future gas turbine engine configurations.
PHASE I: Key components of proposed electrostatic filtration methods should be developed and validated to substantiate the feasibility to achieve improved fine particle separation in turbine engines. Fine particles (1-80 micron size) are much more difficult to separate from the main flow stream because they tend to more easily follow the flow and are not easily filtered by inertial effects. The goal metric is to improve fine particle (1-80 micron size) separation efficiency from current level of about 70% in current inertial separators to greater than 90%.
PHASE II: Fully develop, fabricate, and demonstrate the electrostatic filtration system in a ground test environment to validate improved fine particle (0-80 microns) separation efficiency from current level of 70% to greater than 90% in turbine engines, while not debiting the coarse sand separation capability. The current efficiency levels are typically 90%-97% for coarse sands (80-1000 microns).
PHASE III: Phase III options should include endurance testing and integration of the enhanced electrostatic filtration system into a turbine engine system to demonstrate the performance of the system with engine sand ingestion ground testing. The resulting technology will enable significantly enhanced durability of hot section components of future advanced turbine engines operating in sand and dust environments. Both the military and commercial aircraft applications are likely to encounter such an environment and thereby will derive benefit from this technology. This improvement in electrostatic technology should improve fuel consumption and power density. It may reduce overall maintenance costs.