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Optimize functionally graded radome material design and process and conduct detailed testing of the radome materials and fabricated 3-D structures for reaching the desired electrical, thermal, and mechanical requirements stated above for hypersonic vehicles.
Demonstrate a scalable manufacturing technology during production of the radome materials. Deliver a prototype of the scale-down version of the optimized 3-D radome to US Army for evaluations.
Provide complete engineering and test documentation for the development of manufacturing prototypes. Develop and execute a plan to manufacture the functionally graded hypersonic radome developed in Phase II, and assist the transitioning this technology to the appropriate missile defense prime contractor s for the engineering integration and testing.
OBJECTIVE: Development of modeling tools that properly account for transient combustion effects on the observable signatures of maneuvering hypersonic configurations during extreme maneuvers. Such configurations may employ liquid or solid propellant devices to provide thrust during said maneuvers.
However, the associated accelerations are severe and can alter thruster chamber pressure and thrust level significantly. Such variations also occur near the end of liquid or solid propellant burns. As a result, the thrust characteristics, aerodynamic maneuverability, and observable signatures vary significantly from expected steady state conditions.
Such changes in behavior must be taken into account when designing survival tactics for offensive assets or when designing and testing detection, track, and guidance algorithms for defending assets. Consequently, the Army seeks modeling tools that can predict the transient combustion effects on the observable signatures of liquid and solid rocket motor thrusters employed by hypersonic configurations during extreme maneuvers.
PHASE I: Develop a physics-based modeling technique that fully accounts for the three-dimensional flowfield and chemical kinetics combustion processes that occur within liquid and solid propellant motors during extreme maneuvers and produce observable effects, to include soot and smoke trails, on the resulting exhaust plume signatures. It is expected that the technique will also incorporate the ability to address in-flight ignition transients and thrust tail-off. Demonstrate the capability for several transient configurations of interest to the Army.
Deliver the modeling software in source code and executable format along with all files needed to compile and successfully execute to serve as a prototype for evaluation and cybersecurity assessment by the Government.
Deliver technical and software user documentation, model demonstrations and assessment cases with results for Army use. Maximum practical use of existing plume flowfield modeling software is desired to reduce development and validation costs. Commercialization: The capability to accurately account for transient combustion effects on the observable signatures of maneuvering hypersonic configurations will enable the DoD, including MDA, to significantly improve their respective abilities to predict what US configurations will look like to its adversaries and what threats to US assets will look like to sensors on-board defending assets.
OBJECTIVE: Demonstrate a computational tool for material and process development of ceramic matrix composite CMC that can assist in minimizing production time and optimize density, compression and tensile strength, toughness and thermal stability of the resulting CMC composites for missile structures. Lightweight, high-temperature composite materials are required to continue system performance improvements. A key parameter contributing to the performance of CMC structures is the interaction between the fiber and matrix during production and operation.
Baseline the cost for a material and process system for an applicable missile structure. Performance will be measured by the material characteristics of the resultant mechanical properties generated by the tool to include tensile and compressive strength, as well as density and void content. Deliver comprehensive engineering and test documentation of the applicable structure. The tailored properties should be demonstrated by testing.
Additionally, support transitioning the technology to suitable prime contractors for further engineering development, integration, and testing. OBJECTIVE: Develop a prototype optical inertial navigation sensor that exploits anomalous dispersion to enhance the overall signal to noise performance of the inertial sensor.
Theoretical calculations and laboratory experiments have confirmed that sensitivities can be enhanced through the use of anomalous dispersion. While theoretical calculations have shown that it should be possible to anomalous dispersion to result in a net increase in sensor performance, in laboratory experiments to date, the attenuation in the optical signal introduced by the absorptive media that also introduces the anomalous dispersion has been larger than the increase in the sensitivity enhancement, resulting in a net decrease in overall inertial sensor performance.
This solicitation seeks innovative approaches to this challenge to develop an optical inertial sensor design and readout architecture wherein the employment of anomalous dispersion results in laboratory and prototype demonstrations of an inertial sensor that has a net increase in the overall signal to noise.
Incorporation of anomalous dispersion enhancement to optical inertial sensors has the potential to significantly increase the performance of inertial navigation systems at relatively low cost, resulting in a decreased dependence on the Global Positioning System GPS.
PHASE I: In Phase I the offeror shall research and develop a theoretical model of an optically sensed inertial sensor gyroscope or accelerometer, active or passive whose net signal to noise ratio should increase when anomalous dispersion enhancement is introduced into the optical system.
The offeror shall develop a laboratory experiment that demonstrates consistency with the theoretical predictions of the developed model including a demonstration of an increase in the overall signal to noise ratio when anomalous dispersion enhancement is introduced into the optical system.
PHASE II: In Phase II the offeror shall research and develop a theoretical model of an integrated prototype of the optically sensed inertial sensor gyroscope or accelerometer, active or passive demonstrated in Phase I. The offeror shall fabricate the prototype sensor and demonstrate that the prototype sensor demonstrates consistency with the theoretical predictions of the developed model including a demonstration of an increase in the overall signal to noise ratio when anomalous dispersion enhancement is introduced into the optical system.
Potential military and commercial applications will be identified and targeted for Phase III exploitation and commercialization. Successful demonstration of anomalous dispersion enhancement could lead to significant improvements in the performance of these sensors which could lead to a significantly expanded application space in both the commercial and military industries.
Shahriar, G. Pati, R. Tripathi, V. Gopal, M. Messall, and K. Salit, "Ultrahigh enhancement in absolute and relative rotation sensing using fast and slow light," Phys. A 75 5 , The desired feedstock would be analogous to the slit tape used in the polymer composites industry for tape placement.
Not only in primary structures such as gun tubes, muzzle brakes, and air frames but also in other components such as projectile bodies. Polymer composites are often called on for these applications but they lack high temperature capability and are often weak in the matrix dominated direction.
Metal Matrix Composites MMC offer the possibility to obtain steel like strength and stiffness in the fiber direction with the density of aluminum. At the same time, the MMC retains aluminum level strength and stiffness in the matrix dominated direction. The problem with MMC's has always been fabricating them. Generally this has been done by either consolidating powder or infiltrating molten aluminum into a ceramic fiber architecture.
Both of these tend to be expensive processes and severely limit the size of the part that can be fabricated. In that process a fully consolidated tape of either thermoset or thermoplastic material is used to build a composite structure one layer at a time via sheet lamination. For thermosets the part is cured after this process. For thermoplastics the part is fully consolidated during the process. These efforts have met with mixed results.
The work around for this was to use a thin sheet of pure aluminum between the MMC feedstock and the sonotrode but that severely lowered the possible fiber volume fractions.
The feedstock and manufacturing process should retain the Additive Manufacturing capabilities of UAM in that interior voids and features are capable of being produced.
The feedstock should be in tape form with a thickness on the order of 0. The preferred composite composition is an aluminum matrix with continuous aluminum oxide fibers Nextel or equivalent. The fibers should be uniformly dispersed throughout the tape but the surfaces should be pure matrix material. ASTM tests should conducted to demonstrate good adhesion between the fibers and matrix, and to determine the mechanical properties of the feedstock.
These properties should be compared to theoretical predictions for the same fiber loading. Several layers of the MMC feedstock shall be consolidated via an additive manufacturing process and assessed for layer adhesion, fiber volume, fiber distribution and mechanical properties. The deliverable shall be 5 lbs of the MMC feedstock. No fibers should be visible on the tape surface. Sample MMC parts will be made and tested for mechanical properties. Minimum set of properties that shall be tested for are: longitudinal strength and modulus, transverse strength and modulus, Poisson's ratio, shear strength and modulus, compressive strength and modulus, and fiber volume.
Minimum levels for longitudinal stiffness and strength are 30 Msi GPa and ksi MPa respectively. All tests will be conducted according to relevant ASTM standards. Tests should be done to adhere the MMC feedstock to a steel substrate via additive manufacturing methods.
The material deliverable will be a mutually agreed upon MMC part with a volume exceeding one cubic foot and with internal features. Additionally 25 lbs of feedstock shall provided. Explore automotive, down-well piping, and manufacturing technology applications for the material. Adapt the low-cost manufacturing process to material applications with less stringent temperature requirements.
Further these displays will be required to allow artificial, machine learning and the Internet of the Battlefield to enhance the warfighter and become a reality. These devices need to have the capability to operate in a wide range of environments and temperatures. Along with operating in server environments the warfighter is always looking to reduce the weight of his equipment and the length of time that the equipment can operate before batteries need to be replaced.
Because of this the equipment being developed is looking for components that have minimal power needs and do not use heaters to achieve low temperature requirements. This SBIR focuses on common displays that are used on these devices. A common display is described with but not limited to the following features: night readable, allow touch screen interface, 4K resolution, minimum 5 inch diagonal screen, capable of displaying common charter set at Font, monochrome, readable from distance of 2 feet.
The technology being developed should look to be scalable to match current displays on the market. Develop and document the overall component design and accompanying software interfaces. Conduct testing to demonstrate feasibility of the component for operation within a simulation environment, and with actual fielded hardware.
In fact, swarms will have significant applications to almost every area of national and homeland security. There is a gap for detection, tracking and effective defeat of incoming threat swarm with the use of friendly swarm.
The focus of the prototype should be the development of the algorithms that can decipher the swarm behavior of the adversary swarm, develop its own expert and effective Counter swarm algorithm and then implement its own swarm that targets the adversary swarm.
PHASE I: Investigate innovative methodologies and design concepts that can achieve the criteria for the system listed above. Develop design documents for the potential implementation of the system. Demonstrate a proof of principle of the design using simulated environment for a simple swarm pattern. PHASE II: Further design, develop and demonstrate a prototype capability that meets the following three sub-objectives — 1 decipher simple and complex incoming swarm behavior based on simulated track data; 2 develop counter swarm algorithm in the same simulated environment that demonstrates the friendly swarm to effectively defeat the incoming threat swarm; 3 implementation of a small swarm that can ingest the counter swarm algorithms as input.
Government will provide the threat swarm scenarios for 1. Government will provide the threat swarm scenarios. This effort has applicability to at least four 4 Army Modernization Priorities which have expressed the need for gun fired munitions to have more range.
Initial efforts will be conducted within medium caliber munitions form factors 20mm to 50mm in diameter but ultimately having applicability across munitions calibers and types.
System effectiveness analysis will also be conducted in order to quantify operational utility and increases to system lethality. PHASE I: Analysis and concept feasibility report analyzing the technology within medium caliber muniton 20mm to 50mm form factors.
Required power levels, possible drag reductions and preliminary mechanical and electrical integration feasibilities are to be determined. Analysis should be supported by relevant data. PHASE II: Wind tunnel models for phase one chosen form factors, with functioning power generation and ability to create off-body laser discharge and resulting drag reduction within gun launched munition relevant Mach numbers.
Investigate the utilization of commercial components and manufacturing processes to ensure low cost munitions. The system should be able to detect and track a UAS system using a radar and then transition to an ES mode at a much higher bandwidth to determine the UAS link characteristics to be able to correctly identify the threat.
The system should be able to interleave both ES and Radar dwells as well as have a large enough bandwidth to accommodate all UAS bands. In addition, having one integrated system vs multiple systems integrated together will shrink the kill chain time line. Demonstrate a proof of principle of the design using simulated environment for a simple UAS system. PHASE II: Further design, develop and demonstrate a prototype capability that meets the following objectives — 1 Develop hardware and software that is able to operate as both a radar and ES system.
Also develop signal processing algorithms to extract additional information from the UAS system. OBJECTIVE: Investigate and develop innovative solutions for harvesting and converting heat generated during aerodynamic flight into electrical energy and power for precision guided munitions. The technology should be capable of surviving typical artillery gun launch loads and should conform to fit within an artillery projectile.
Extended range requires the projectile to fly to higher velocities and altitudes as well as longer flight times. Additionally, due to extended flight times, the electronics required for precision guidance require more power in order to maintain operation throughout the flight. The presence of high heat fluxes results in waste heat into the projectile which could potentially damage critical electronics. This coupled with the need for new power sources to sustain operational capability of onboard electronics systems creates a new opportunity for the investigation of novel energy harvesting technologies that can remove the excess heat from the airframe via conversion to electrical energy.
The new source of electrical energy can thus be used to power fuzes, guidance, navigation, and control technologies, actuation systems, and staging technologies. Materials of interest include, but are not limited to, low dimensional materials, nanocrystalline and nanocomposite materials, organics conducting polymers , inorganics tellurides, oxides, Half Heusler alloys, skutterudites, silicides, etc.
A final proposed concept design, including a detailed description and analysis of potential candidate electronics packages for the new power source, is expected at the completion of the Phase I effort. The proposer shall further their proof of concept design by demonstration that the technology can sustain power to a representative electrical component or system under thermal loading up to 15 minutes objective and by performing mechanical and thermal testing on the proposed materials and power generator architecture.
Information and data collected from these tests will be used to validate operational performance. Phase III selections will develop of a cost model of expected large scale production to provide estimates of non-recurring and recurring unit production costs. Production concept for commercial application will be developed addressing commercial cost and quality targets.
Phase III selections might have adequate support from an Army prime or industry transition partner identified during earlier phases of the program. Commercial and dual applications of this technology include electrical power supplies for satellites, fuel cells and combustion engines such as for aircraft and ground transportation. OBJECTIVE: The goal of this effort is to determine the feasibility, develop concepts and demonstrate novel technology for harvesting mW of power average in close proximity to energized conductors or overhead power lines.
Unattended sensors have become more capable with technology advances, and can integrate with networks to provide raw, processed or fully analyzed sensor data. The sensors, processing and communications require power which can be provided by batteries, but even sub-Watt sensing assets require large, heavy batteries to operate for extended periods of time. Advancements in technology have driven improved efficiency and cost in energy harvesting, especially with solar-based methods [1].
However, solar is not viable in many cases and is highly dependent on environmental conditions. Energy harvesting for many unattended technologies must be dependable in a variety of environments, especially indoors where sun exposure is unlikely. Such sensing assets are often located in close-proximity to strong 50 or 60 Hz electric and magnetic-fields produced by conductors providing power to loads or overhead power lines.
These devices are ideally sustained by power extracted from these fields, enabling extended operation, although energy-harvesting from any ubiquitous source would enable in-situ placement of low-power sensing devices with no need for energy-related maintenance [2][3][4]. Viable energy-harvesting methods for low-frequency fields do not currently exist to provide enough power in a form factor suitable [5][6] for the majority of unattended sensing applications.
The development of this technology would greatly expand the number of viable permanent installation points for a future Army network of assets, and ensure minimal maintenance with respect to the powering of the devices.
Low-power sensing devices typically consume mW, depending on the application, which informs the amount of harvesting needed to operate the sensors indefinitely. Harvesting technology capable of sustaining sensing assets in the majority of emplacement scenarios near powered conductors e. Please spell out any acronyms. Save your work after each narrative. The Phase I effort will research concepts and determine the technical feasibility of harvesting energy in close proximity to overhead power lines or powered conductors.
This effort should identify and define the physics of energy harvesting to be explored and the enabling technologies to capture and store that energy. The research will include studies on the effects of indoor and outdoor environments on the technology, to include extreme temperatures.
A successful technology design will be capable of producing at least 10 mW consistently in a cm3 volume or less. This effort will produce a conceptual design for a harvesting technology that can be demonstrated in the Phase II effort.
PHASE I: The Phase I effort will research concepts and determine the technical feasibility of harvesting energy in close proximity to overhead power lines or powered conductors.
The system build will be capable of demonstrating sustained power output of at least 10 mW in a design volume of less than cm3. The technology will be built and demonstrated in laboratory experiments and in a variety of environmental conditions.
The demonstration will include testing at a variety of potential locations expected to provide reasonably large field strength, e. The system design, five functional units, and detailed performance evaluations will be delivered for government evaluation with the Phase II final report.
The finalized design will be suitable for the manufacturing of production quantities for both military applications and commercial markets. Commercialization would be of great interest to the electric power industry while also providing a new technology to assist in military efforts concerned with long-life unattended sensors.
Lewis, "Research opportunities to advance solar energy utilization", Science 22 Jan Vol. Combustion instability derived from low ignition quality fuels can lead to increased maintenance, loss of aircraft and capability, and increased risk to the Warfighter.
A robust system for ignition energy assistance is critical to enable operation of propulsion systems using a wider range of fuel, allowing Army propulsion systems to be more tolerant to low ignition quality fuels.
This will enable semi-independent operation for future Warfighters with reduced logistics burden. The highest priorities for this SBIR are that the ignition system be robust, similar in size and shape to existing glow plug technology, easy to install, and capable of operating in a military environment using a variety of fuels.
Historically, glow plugs have been used to assist ignition of diesel engines during cold start conditions by increasing the combustion chamber temperature before fuel injection. However, existing glow plugs are not designed for long duration ignition-assistance because of operating temperature limitations and energizing response times. The proposed ignition assistance system should have similar geometrical, and weight restrictions as a glow plug.
It should be capable of enduring engine environments which are prone to vibrations, pressure cycles and thermal stresses. A new ignition system design employing novel materials should be considered that will ensure consistent engine ignition, regardless of operating conditions and fuel types.
The primary challenge of this application is the development of materials suited for each component of the device that are capable of withstanding the harsh environment.
Current existing materials have potential to handle the high temperatures or high strengths, but have not yet been evaluated for the desired application.
Through research and investigation, an optimal combination of materials can be identified that meets the restrictions imposed in this ignition system. The system should have a response time of less than 1 sec and the igniter should be powered by aviation standard 28 Volt DC power.
The system should also be capable of adjusting its output energy to match the requirements of the input fuel. With these requirements met, a new ignition system could be incorporated into compression ignition engines, allowing for their operability with different fuels, while mitigating the risks of engine damage and flame blow-out.
With this risk abated, Army UAV engines will perform more reliably, enabling highly sought capabilities. Commercialization of this technology can allow for higher combustion reliability when used in terrestrial engines, and a high degree of insensitivity to variations in fuel properties for aerial applications.
PHASE I: Develop and design a new ignition assistance system concept that can meet the Army requirements of igniting low cetane number fuels in extreme environmental conditions. The designed system shall be powered by 28 Volt DC. It shall embody dimensional and operational characteristics that would enable its integration into compression ignition engines via a typical glow plug port for an existing system of comparable weight.
Additional operating requirements may be provided by the Army once contract award is made. The awardee shall provide a comparative analysis between the concept ignition assistance system and existing off-the-shelf technologies. CAD models should be supplied to the Army to determine interface compatibility with existing Army engines. The manufacturability of the proposed technology shall be assessed, identifying crucial fabrication process elements and projected production costs.
The expected result is a thorough feasibility study, design, and proof of concept of an ignition assistant system. The success of Phase I will be judged based on the metrics of energy deposition level, response time, and fatigue analysis. Assess and quantify the capabilities of the ignition system in realistic diesel engine operating conditions with a variety of Army supplied aviation fuels. Implement new materials that meet the Army requirements for fracture toughness and maximum allowable temperatures as part of the ignition assistant system.
Parameters for assessment include the Army requirements of less than 1 sec response time, ignitability of low cetane number fuels , operating on a 28 Volt DC power supply, weight restrictions of less than 0.
In addition, system complexity and ease of installation will be assessed. Manufacturing assessment will evaluate the method, repeatability, materials and tolerance-holding capability. Deliverables include a formal report, test and analysis results and 10 prototype sensors and hardware. PHASE III: This technology, as envisioned, can be commercialized for terrestrial and aerial vehicles by increasing fuel insensitivity and therefore overall fuel efficiency, as well as providing a high degree of combustion reliability.
A more direct impact will be on small manned and unmanned aircraft systems, which is a rapidly growing industry.
A reliable ignition assistance system would allow for further development of multi-fuel capable aviation engine systems. This in-turn could facilitate the development of higher efficiency, reliable small UAV engines fueled with heavy fuels such as F, Jet A, diesel, and alternative, bio-derived heavy fuels.
Success of the project would lead to more advanced and reliable propulsion systems for future commercial and DoD UAV systems. This effort is expected to enhance the state-of-the-art and cover all aspects of hybrid gear development, including composite material selection, tooling, joining, and molding techniques, leading to the delivery of working prototypes.
Unfortunately, transmissions with variable speed capabilities are heavier than the fixed ratio transmissions currently in use due to the weight from the additional components.
To counter the added weight and help meet Capability Set 1 and 3 requirements in FVL, the Army is currently pursuing innovations in hybrid gear technology where the steel hub is replaced by a strong, lightweight composite material. This approach is expected to reduce operating costs while increasing performance in terms of greater speed range and payload.
In an effort to reduce drive system weight even further, research is focusing on the concept of an integrated design by fabricating the gear hub and its adjoining steel shaft as one piece from a strong, lightweight composite material and then joining it with a steel gear.
This approach builds on previous hybrid gear achievements and is the next logical step in reducing weight in rotorcraft drive systems. It also poses new challenges for the designer to identify the proper molding techniques and tooling to fabricate the composite material into an integrated, one-piece design. However, demonstrating the viability of the technology in an actual main transmission would be expensive due to the high costs of running such a specialized test facility.
For this research topic, the Wood Stove Plans Welding Tool Army and Navy have selected a helicopter intermediate gearbox IGB as the technology demonstrator because of its relatively simple single gear pair reduction stage design that features two meshing bevel gears with integrated shafts supported by bearings. The bevel gear configuration adds complexity that should advance the state-of-the-art of hybrid gear technology.
Whereas the hybrid bull gear was a double helical design with predominately torsional loads, the forces associated with bevel gears in the IGB are complex and include tangential, radial, and axial loads.
This load environment requires advanced fabrication and joining techniques, especially at the composite material-bevel gear interface. The integrated assembly must meet the precise gear dimensional and performance specifications for aerospace applications and the tight dimensional tolerances on the shaft inner and outer diameter for balance requirements and the accommodation of tapered rolling element bearings. This effort is expected to enhance the state-of-the-art and cover all aspects of hybrid gear development, including composite material selection, tooling, composite-metal joining, and molding techniques, leading to the fabrication and delivery of working experimental prototypes.
To simulate normal cruise the IGB transmits shp with the input pinion operating at rpm and the output gear operating at rpm. Total time at this condition is 60 hrs.
To simulate more aggressive flight maneuvers the gears are required to transmit shp with the pinion operating at rpm and the output gear rpm. Total time at this condition is 30 hrs.
Dimensional drawings for the pinion and gear assemblies will be provided by the government for design purposes. Each all-steel gear assembly pinion and gear currently weighs approximately 5. Major focus points of the effort should include maximizing strength while minimizing weight, identifying adequate joining techniques to connect the composite material to the steel bevel gear, and developing molding processes that can meet the strict dimensional tolerance requirements.
The prototypes should be able to transmit shp with the pinion operating at rpm and the output gear at rpm for at least 60 hrs. The prototypes should also be able to withstand the aggressive flight maneuver load of transmitting shp for 30 hrs with the input pinion operating at rpm and the output gear at rpm.
Their geometry should closely mimic the current all steel designs sufficiently to be drop-in replacements.
The flight qualification tests will be conducted by the Army and any test data will be shared. Major helicopter manufactures will use the technology to reduce weight, decrease operating costs, improve operational flexibility, and extend mission range.
Successful integration will also propel the technology into other areas requiring power transfer and distribution. Major efforts have been pursued at near infrared diode laser wavelengths near 1 micron, with some success. Examples include the evanescent super-mode concept recently attempted for mid-wave infrared quantum cascade lasers which built upon prior work with shorter wavelength lasers.
Although this approach may still be viable to a certain level, it is complex. More straight forward approaches are seen that leverage advances in low loss integrated photonics whereby lasers can be combined coherently from individual lasers spaced at any given degree as dictated most likely by thermal management consideration. Thus, the beam combining can leverage designs and processes developed over the past decade for the very best high power single mode mid infrared lasers to create a combined single mode output of ten times or more continuous wave power from continuous wave input lasers.
Research is progressing on these methods in the near infrared, but should now be investigated for U. Army needs at longer wavelengths. Other approaches to direct diode near-IR beam combined lasers rely upon the spatial multiplexing of broad-area diode lasers through beam shaping optics. However, it is well known that photonic integrated circuits PICs can significantly reduce the SWaP of many optical and laser systems and are under large scale research and development for use in telecommunications and data centers.
Thus, the aim is to hereby use PICs to replace the bulk optics approaches in the current beam combining systems by encompassing recent advances in coupling from lasers to integrated waveguides and by use of low-loss silicon nitride or other very low loss integrated photonics materials that could significantly reduce the system SWaP and improve the beam quality.
The potential research topic includes creating a PIC-based beam combining architecture, improving the coupling between semiconductor lasers and PICs, and increasing the power handling capability of PICs. Thermal management of closely spaced mid-infrared lasers including some kind of cooling may be a concern for studying the ultimate limits of such chip-scale approaches but would probably not be too challenging for a significant order of magnitude improvement over a single laser emitter.
Another consideration for one of the key applications would be achieving high modulation speed. Therefore, once the beam combining has been established one would also like to pursue the high speed modulation of such an array. Other considerations such as distributed feedback cavities for improved linewidth and modulation performance and coherence lengths may also be pursued. PHASE I: Conduct research, theoretical analysis, and numerical studies on PIC based beam combining systems for high power single mode mid-wave infrared semiconductor lasers micron wavelengths , develop measures of expected performance, and document results in a final report.
The phase I effort should investigate specific PIC based laser beam combining system architectures and include modeling and simulation results supporting performance claims. The data, reports, and tested hardware will be delivered to the government upon the completion of the phase II effort.
Applications of such mid-wave infrared lasers can be pursued for various military and civilian applications. Free-space laser communications systems can be developed and tested, and narrow linewidth distributed feedback or external cavity systems may be pursued for coherent lidar or other uses.
Directed energy countermeasures type of applications would also be of interest. Industrial applications for material processing and fabrication may be desirable depending upon the power scaling potential. Scaling to much high power levels by using s of lasers possibly with multiple PIC stacks can be investigated experimentally. Li and D. These particles play a vital role in technologies such as drug delivery, solar energy conversion, sensors, smart windows, and optical filters, to name a few.
A subset of this research is the design and synthesis of nanoparticles, or collections of nanoparticles, that attenuate a broad region of the electromagnetic spectrum, while allowing for a narrow band of transmission. In recent years, research has demonstrated nanoparticles or collections of nanoparticles that exhibit a narrow band of transmission within a broadband of attenuation.
These approaches have included: 1 nanoparticles with multiple resonances, e. While these nanomaterials have demonstrated promising optical properties, large-scale production and aerosolization challenges have not been resolved. For example, a glass-based smart window contains nanoparticles embedded in the glass designed to attenuate a vast region of the infrared region thereby reducing heat in a given building , while simultaneously allowing for the transmission of a discrete band of IR radiation e.
There is an essential need to research and develop a scalable process for manufacturing nanoparticles and associated powders that enable the transmission of a narrow band of infrared radiation while simultaneously attenuating broadband IR radiation as a whole. This will require a unique large-scale production process that can precisely control both particle size and shape. Additionally, the developed process should enable the removal of certain particle sizes and shapes from a given batch, enabling the generation of a potential transparency band.
In this project, nanoparticles, or a collection of nanoparticles, are sought to enable the transmission of a narrow band of infrared radiation within any of the following infrared bands: near-IR 0. Latitude will be given to the proposer in choosing the wavelength of transmission.
This wavelength will largely be dependent on the physics and chemistry of the chosen nanoparticle s. Preference will be given to those proposals that address manufacturability, and demonstrate the desired transmission can be exhibited as both a colloidal suspension and as an aerosol with minimal or no agglomeration.
Demonstration of specific applications e. PHASE I: Demonstrate nanoparticles s with a transmission peak at a specific wavelength in the IR region and a transmission band with a bandwidth of 50 nm or less full width at half maximum. A minimum pass to block ratio of in terms of transmission is desired. Here, we define extinction as the sum of the absorption and scattering cross-sections, per unit mass of material, i.
Provide CCDC Chemical Biological Center with 1 kilogram of material and manufacturing plans to achieve greater than 1 kilogram batches. It is envisioned that these materials can be integrated into current and future military platforms which include laser protection systems, smart windows on vehicles, signature management, and camouflage systems.
This technology could impact additional DoD interest areas in biomedical applications, sensors, and decontamination. In the civilian sector, advanced smart windows, catalysts, sensors, filtration systems, biomedical devices, and drug delivery systems are envisioned.
C , 16, One of the inhibiting factors preventing widespread use of traditional FSO communication systems based on macro-scale optics can be linked to their size, weight, complexity and overall cost per link.
An ultra-low SWAP-c, FSO communication system could provide accessibility of this technology geared toward the Army need for ensured communication while on the move and at the lowest echelon.
Challenges associated with accomplishing this goal are many-fold and will require modern-day automated photonics technology manufacturing to achieve the long-term goal of a low cost while overcoming specific issues associated with pointing-and-tracking PAT , transmitter beam divergence, receiving aperture size limitations, and low signal detection at GHz-level speeds.
Given these challenges is it envisioned that one of the few solutions would be derived from modern integrated photonics technology ARL is seeking a small business to demonstrate an ultra-compact FSO communication system. There have been several rudimentary demonstrations of one necessary aspect for this program e. These systems might have the potential to address the SWAP-c requirements due to inherent size and long-term high volume fabrication pathway.
Although these systems are interesting, none have demonstrated FSO communication functionality and there remains many impediments to embodiment of a full communication system that needs innovative and applied research and development to overcome.
These ultra-compact FSO systems must overcome technical hurdles which the macro-scale system have done in past, including: aperture limits, low-signal detection at high data rate, full implementation of PAT with required field of view FOV and slew rates and finally low power consumption. Detail the key design considerations and trade-offs associated with the approach including scalability for cost. Develop prototype plans for Phase II. Demonstrate proof-of-concept of core link technology including rudimentary beam steering and modulation functions.
It is envisioned that this technology will enable near range dispersal of secure FSOC network for US tactical ground forces, which could also provide a dual-use commercial application pathway for local area networks in highly congested urban environments.
Similarly a system of this type and capabilities would greatly reduce the cost of setting up urban Local Area Networks in developing areas. Applications of FSO communication system have direct pathway to transition through existing Army development investments currently underway for the alternative communication space. Finally, it is expected that the core of this technology will mature aspects of beam steering and integrated receivers, which could have direct dual-use in low SWAP-c laser ranging LADAR application for military and civilian use on autonomous platforms.
OBJECTIVE: The objective is to leverage recent advances in laser forming of metals to develop a cost effective manufacturing capability for conformal and non-conformal millimeter and sub-millimeter wave antennas that have complex shape, smooth surfaces, micron scale features, and bulk metal conductivity.
Ultra-wideband UWB antennas that operate with several decades of bandwidth and cover millimeter and sub-millimeter wave mmW and s-mmW frequencies enable backend hardware flexibility without replacing the antenna.
Fabricating antennas at mmW frequencies is challenging given the small features, especially when the antenna has a complex shape, such as a double curved surface. MMW antennas require micron-scale precision and high electrical conductivity. Additive manufacturing AM techniques are the current cost effective means for fabricating antennas of the prior description at sub-mmW frequencies, but the capability of AM to fabricate mmW antennas is limited.
While AM offers a fine level of control such that complex 3D geometries can be manufactured, the technology does have some particular limitations such as less than bulk metal conductivity inks and pastes that require plating and rough surfaces which can be detrimental to the antenna performance [1] — [4].
Multi-scale prints, where a large antenna has small features, can also pose a challenge for AM techniques, and the time to print multi-scale antennas can be extensive. Some of these challenges may not be so significant for some antennas, but is significant for antennas such as the ultra-wideband UWB and polarization diverse multi-arm conical sinuous antenna [5], the impulse radiating UWB TEM horn [6], or the high-power and high-gain slot array in waveguide [7] designed for millimeter and sub-millimeter wave mmW and s-mmW frequencies.
As such, a technology gap exists. A potential solution to the technology gap is a fabrication capability based on laser forming metal sheets. Laser forming is a method by which sheets of metal can be made to bend or buckle by the application of localized heat through a laser [8 — 9].
Judiciously choosing the locations and paths that the laser will heat can be used to create 3D shapes such as cuboids, coils, and doubly curved surfaces e. Combining laser folding with laser cutting and welding allows for the manufacturing of closed geometries with features cut into them e. Remaining research questions to be answered include thermal optimization of the process, improving sidewall roughness of cut surfaces, incorporation of welding, and process repeatability.
In addition, developing the process such that the antenna technology developer can move a design from a computational electromagnetic modeling tool, such as HFSS, FEKO, or CST, to the laser device would better facilitate rapid prototyping of conformal antennas with small features.
Using laser induced heat to deform metallic sheets like copper, steel, and brass to make 3D shapes has been demonstrated [10 — 13]. Application of the technique to a slot array in waveguide at w-band was also attempted but the lack of a combined laser welding function prevented the antenna from being completely closed [13].
It has also demonstrated that aluminum foam can be bent using laser heating [14]. The laser formed fabrication of antennas would prove beneficial to the commercial sector. The new fabrication capability could prove cost effective and would expand the domain of antenna types that can be fabricated at mmW frequencies.
The capability would also allow for the fabrication of smoother, more precise, and subsequently better performing conformal antennas.
The concept should prioritize commercially available laser systems. A study will address the research questions regarding optimal laser parameters for forming steel, aluminum, brass, and copper sheets with thickness ranging from 10 um to 1 mm to predict laser settings i.
The laser cutting must achieve positional accuracy of no more than 10 microns, RMS surface roughness and line edge roughness less than 1 micron for both internal and external features, and minimum line width and spacing of 10 um.
Laser forming angle resolution must be no more than one degree. Documented process demonstration and study results are the primary deliverable. The antenna designs are an upper W-band longitudinal shunt slot array and a 4-arm C- to upper Ka-band conical sinuous antenna.
Antennas should be characterized through laboratory measurements of the reflection coefficient, radiation pattern, and efficiency.
The measured reflection coefficient should be better than dB and the gain should be within 3 dB of the simulated results. The end of Phase II should demonstrate antennas using a complete laser forming manufacturing capability and deliver said antennas for evaluation.
The final process should demonstrate consistency and repeatability in manufacturing antennas for both military and commercial applications. Commercialization of the technology would be of use to the antenna development community as a whole by providing a cost effective means to producing high performance conformal antennas at mmW and s-mmW frequencies.
Zhang, et al. April The advances in sequencing technology provided by NGS approaches allow interrogation of the human genome in new ways, enabling both short tandem repeats STRs and single nucleotide polymorphisms SNPs to be analyzed for forensic purposes within a single workflow.
Utilizing NGS technology to analyze STRs allows the sequence of the repeat region to be viewed, enabling identification of isoalleles, alleles with the same length that contain unique sequences, which can further differentiate individuals who would otherwise have the same allele designation at a particular locus when analyzed using a CE-based analysis. These capabilities make NGS a powerful tool for forensic human identification and may ultimately enable resolution of even more complex mixtures than is currently possible [1] [2], but the transition to this technology also presents challenges.
Data gathered from NGS analysis is more complex than CE-based data, and to take full advantage of the advanced capabilities in resolution of mixtures new software solutions are required. Multiple software platforms exist to analyze raw NGS data and create a visual representation where mixtures and low-level samples can be interpreted manually by a DNA examiner.
These software platforms, however, do not address how to reliably and objectively interpret complex DNA mixtures commonly seen in forensic DNA analysis, particularly for limited or degraded samples collected in operational environments. To enhance the amount of actionable information collected from DNA evidence and fully utilize the sequence information NGS offers, an expert probabilistic genotyping software system designed to analyze sequence information must be developed.
Furthermore, the software should enable data-in to answer-out analysis with minimal user interaction. The software must be capable of utilizing statistical theory to calculate likelihood ratios LRs from published allele frequencies. In addition, computer algorithms and biological modeling must be used to infer genotypes from mixed DNA profiles entered into the software system.
These capabilities should be optimized to computationally model NGS data and maximize the number of true positives while minimizing false positives.
The software must demonstrate the ability to analyze clear two-person mixtures with input from a reference profile for inclusion. A fully continuous approach is required, incorporating biological parameters such as peak height ratio, mixture ratio and stutter.
The output file should deconvolute the mixture into potential genotypes, providing weights to each genotype inferred, display sequence information for both contributors, and contain a likelihood ratio for two competing hypotheses using published allele frequencies from a single population. It is highly desirable that the software parameters include population allele frequencies, drop-out, drop-in, stutter, and kit variance.
Design of the software platform must not prohibit backward compatibility with CE data. Preferably the software platform will run on commercially available computing systems.
Ideally at the end of the phase I effort, the analysis of at two-person DNA mixture can be demonstrated in minutes. Improve the software system to interpret at least four-person mixtures and low-level DNA samples. Calculate the likelihood ratio for each genotype using allele frequencies from user-selected population groups typically Caucasian, African American and Asian in a single run.
Establish a training set of samples to evaluate the software system performance. This includes every single nickel that went into the project. My bookkeeping philosophy was if I spent the money and it was related to building the boat, then I counted it.
Every nail, screw, staple, piece of sandpaper, new blade for the table saw, etc. I hope this helps. Garry Stout — Odessa, FL. There is a digital compass, a digital depth-finder, and other fancy gold plated gauges Faria that were more expensive than may really be required. I used a chromed rudder, strut and stuffing box.
Sides and deck were stained, covered with 3 coats of epoxy then the 10 coats of 2-part poly, sanded and sanded and sanded and then the final spray coats. All hardware was stainless steel. Other items make up the rest. All these number are approximate.
There would be lots of ways to cut costs and still have a very nice boat. Everything is either completed or already purchased. I scrounged heavily for everything. And of course lots of Glen-L epoxy. The boat ran great—way better than I expected.
John Wilmot — Edgewater, MD. The boat is one of the favorites of all the people I meet on the lake. After it was done I added so many extras. July I used nice mahogany for trim work, inner and outer keel and side supports. All plywood was marine grade Okume to keep it light in weight. Built by Mike Hadfield — My first attempt at building one of your designs was the 12 foot skiff, stitch and glue method. I used exterior grade ply rather than marine grade to keep costs down in case I messed up.
It took about 3 weeks to complete, taking into account moving it in and out of the garage we have small garages over here , but in reality with enough space you could almost start it Friday night and have it in the water for Monday!
Mike Hadfield, Cornwall, UK. There was a bit of waste in bad paint, redone deck, etc. But the end result was worth the effort. Also, please understand, this is a complete package that I just sold. Well here is the number…. Although the finished result is more of a work of art than a working pleasure boat, this may not be the best ad for your site.
It might be an example of an extreme though. I have built many, many projects in my career, but the thing I can say about this, is it has been a joy to build from start, to finish. I have never had the feeling it was a drudge or a tough thing to do.
And to add to that, I never expected to ever ride in it… If I do get Gasifier Wood Stove Plans even one quick ride, that will be a few moments of ecstasy. Built by Mark Bronkalla — My cost numbers are a bit dated as they are from when I built my Riviera. I did a fair amount of scrounging and searching to hold to that price. There were also a few things I bought at the time and never used that are not included in the budget.
At one point I had a bag with all of the receipts in it, but I was not as careful about putting everything in there that I could have. I have a budget page with some of the numbers filled in at: Not complete, but it does give folks an idea of some of the major cost items and quantities e. Mark Bronkalla — Waukesha, WI, www. I want to make use of this opportunity in commenting you on your website, it is a great resource and contained a wealth of knowledge.
I am already dreaming about my next project and would this initiative of providing an estimate of total cost of different boat designs be just what I need to compel me into some action. Regards, Francois Theron — Australia. Built by JR Holder — I used your kits for the epoxy and other stitch and glue materials. I purchased Honduran Mohogany for the lumber and British marine plywood. The outside of the boat was painted with green gelcoat and the mahogany was finished with Sea Fin Teak oil.
These costs are slightly higher than most because they are delivered to Fairbanks AK. J R Holder. The boat sails great under sail and 5HP motor did not try rowing yet. When using the mast, make sure you properly secure the base of the mast to your bow knee with a stop washer. This was a nice experience for me and I feel confident in building my next boat! Last year the Saboteer, approximate cost using the best materials, epoxy etc.
Building the Saboteer over the jig was the most gratifying. The boat really handles well, I just got off the river an hour ago and had more than a couple people come up and ask me about the boat including the sheriff who was out on safety patrol.
All said it looked like a wonderful design. Built by John Crill — From you I bought the plans and the hardware kit for the sliding seat. I bought marine ply from a supplier in England I live in France but the marine ply is cheaper and better, no voids, in England and also the epoxy. All the mahogany came from a local staircase manufacturer who sells a tightly paced skip of imperfect wood 10feet by 4 feet by 3 feet for about dollars or about 1. A real bargain.
All of the wood is hardwood, some is slightly warped but most of it is only imperfect for making staircases — fine for cutting into narrow strips for boatbuilding and laminating. I bought the sculls at a car boot sale garage sale for 30 dollars. For much of the build I used polyurethane glue as it is pretty tough and simpler to use than epoxy, but everything is epoxy coated and the boat also has a layer of fine glass roving.
I modified the deck design by lengthening it both ends and glassing in a bulkhead to make waterproof caissons. Best regards, John Crill, France. Working on the Riviera now and keeping track of expenses. SystemThree epoxy and fiberglass sheathing. Engine is a 15 hp Mercury bigfoot with power tilt and electric start. I painted the boat with several coats of Polyurethane floor and porch enamel. Also installed a fishfinder with speedometer and temperature. The actual build time would have been longer for most people as I am a retired carpenter and have a large shop full of good tools.
This also is the 5th boat I have built. Clark Johnson — Laurel, MT. My Dad has passed away and since I am now retired, I decided to attempt to build the same boat, on my own. I struggled from time to time but I finally finished the project. The boat turned out pretty nice and it performs very much like the original. Mike Aronson — Holland, MI. The boat is all epoxy encapsulated mahogany and Marine Mahogany Ply. BTW I never could have done this without all the info available on your site.
I could have spent less if I had not used mahogany for my stringers, sheers and chines. Or more if I wanted to double plank the deck with mahogany and go for new controls, motor, etc. Built by Larry Madison — In response to your request, I am getting close to the end of my Squirt build. I already had my outboard motor from another boat.
Thanks for all you do to encourage and support us. Built by Rich Stabler — I built the Squirt that you have on your web site. When it comes time to visit the DMV office they will ask you to place a value and on it and you can show you have paid the tax along the way.
A simple break down for ours was as follows. I did manage to keep costs down by using quite a lot of reclaimed timber and offcuts from work, and was able to get my marine ply at near trade prices, even so I was amazed at how cheap it worked out in the end!
Graham Knight — Shepperton, England. I used Philippines mahogany for the framing and plywood, bought a new steering assembly but the motor controls I was able to purchase used. Someone with more experience may save a couple hundred dollars as I did ruin a sheet or two of plywood! Paul McMillan — Ontario, Canada. Built by Don Wood — I built a Squirt using the kit. The total cost including 9. The motor was purchased from Small outboard.
Great planing boat and have had a great time running up and down the Delaware River. Love your products. Would like to build the Zip for my next boat.
Don Wood — New Jersey. Bottom and boot top painted and sides ready for stain and varnish. Have steering wheel, steering system, throttle, and other misc. Have some mahogany in stock, but will need a little more to complete interior, seating, and deck.
Will need cutwater and other hardware, rubrail, windshield, and upholestry. Great fun and therapy for what ails you. I hope to create a show piece….. Gerald Hurst — Jacksonville, NC. I used stainless fittings everywhere I could. See my detailed spreadsheet for the breakdown. Bill Edmundson — Pelham, AL. I think the argument that it is cheaper to build a boat misses the point of the exercise—I certainly could have gotten a very nice used boat of this size or larger for half of what I will spend on this boat.
Mahogany frames, marine plywood and okume decking, I used your nails and screws and West System epoxy. This price does not include engine or steering gear. No motor. But I must add that I did have some of the framing material on hand. Pete Ahlqvist — Wanless, Manitoba, Canada. We have already started our next project the Tunnel King from Glen-L. David Blanchard — Brockford, Ontario, Canada. I epoxied the interior and exterior and fiberglassed the exterior seams.
Built by Bill Hodgdon — It was significantly modified for a round stern and a folding hardtop. The design changes took time to plan, but no cost.
The top rail is wooden, shaped to look like rope took time, no cost. I hand-made the six fenders and bow pudding took lotsa time, little cost.
I used quality marine plywood, not home depot exterior ply. It was fiber glassed inside and out using epoxy resin. It has full navigation lights, bilge pump, hand pump bellows air whistle, and other little details. It was further modified for electric power. It safely runs for over 6 hours on a charge. Great little boat! I have built over a dozen boats now. I hit a few unexpected expenses when I began adding on a few features that were not part of the original design.
A few learning experiences would reduce the build time by at least 20 hours. Most notably, Phoenix heat made the epoxy set too fast, and I had to sand more than I should have. A new Minnkota 55 lb. All paint and polyurethane is marine grade. The project was affordable for me because the costs were spread out over two years. Thanks and keep up the great work, Erik Roadfeldt — Duluth, Minnesota. Built by Kevin Brown — Took hours over 4 months. I will send pictures and a write up after launch when I can get on the water pictures.
I went over the top in this build using all marine wood and finishes. My time was well in excess of hours but this is a guess because I did not record time and each and every hour was a pleasure. I have a new Suzuki 4 stroke 2.
Doug Wade — Toronto, Ontario, Canada. Built by Glen Zwicker — I do get many positive reactions, which are due to the classic beauty of the design as much as to my own handiwork. I mostly have interior work left to do. This includes twin Perkins diesels with all the instrumentation and most of the electrical components.
I bought two Perkins core engines and built them up from bare blocks, and then I modified them by putting a Bowman marine conversion kit on each engine. The engine room is complete. Electronics will be extra although I already have some of them bought. Tom Schmidt — Frostproof, FL. No experience repairing small motors……. Thank you for all of your fantastic products, amazing website, and lifelong memories. Marine plywood is hard to find in NZ unless you live in one of the big cities even then it be rather expensive.
Price does not include outboard engine but the Zip is fitted with a new 30HP Mercury two-stroke which pushes the boat with a family of four towards 25KN. Built by Keith Hills — I am very particular about costs and time to build my Zip. This was from start to righting the hull, including fibreglass and bottom paint. This was scrounging for parts, buying used whenever I could, including the motor and trailer. All the materials were sourced locally except for the plans and the bronze boat nails.
At current prices with inflation factored in, it would be about PhP 29, Rolando Perez — Philippines. I remember the total cost including the jig and all screws, etc. This was in ……if i remember. David Brown — Meridian, ID. Took hours to build. Robert Pinske — Canada. Built by Pierre Gadbois — Took hours of work over a six month period.
Shane Dickinson — Edmonton, Alberta, Canada. I did not keep track of the hours it took to build. We have a listing of these figures that was compiled from feedback from our builders on our website here. Costs and Time to Build. Notes: I guess the biggest advice or comment I would say is none of the wood came from the Home Depot, except for the wood for the strong back, the quality is just not there.
I have a friend that just passed hours on his g. Fully carpeted and cushioned cabin, aluminum port lights and hatches, laminated glass windows, teak or mahogany hand rails, shock pedestals, custom 44 gallon fuel tank and heavy weather canvas. If someone has more time, I would recommend them building a small rowboat or canoe first. It will give you an idea of the scope of how to manage problems as they come up. All materials and equipment were new except the engine, a Ford Senator like a Lehman , which I bought in a run-out condition from a fisherman and had it rebuilt at a local diesel shop.
I used Douglas Fir timber and Wood Gasifier Stove Planspdf Online construction-grade Douglas Fir plywood. Boatbuilders Site on Glen-L. January 10, at pm. Connect with us:.
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