N243-105 TITLE: Compatibility of Tier 4 Diesel Engines with JP-8
OUSD (R&E) CRITICAL TECHNOLOGY AREA(S): Sustainment
OBJECTIVE: Develop a solution or set of solutions that will enable the use of JP-8 in current Tier 4 diesel engines without adverse effects. The solution should apply as broadly as possible to multiple systems and engine types.
DESCRIPTION: Navy expeditionary forces require equipment compatible with JP-8 to meet DoD level guidance prescribing JP-8 as the single fuel for expeditionary operations. JP-8 is an aviation fuel with up to 3000 ppm of sulfur. Current Tier 4 diesel engines are unable to meet the JP-8 compatibility requirement due to these engines requiring the use of ultra low sulfur diesel (ULSD) with a 15 ppm limit on sulfur. The use of ULSD is needed both to meet Tier 4 emissions requirements, but also to prevent degradation or damage to the engine and the emission components. Emissions components in Tier 4 engines such as catalysts and particulate filters are sulfur sensitive, they clog or are destroyed if JP-8 or high sulfur diesel fuels are used.
Navy expeditionary forces currently satisfy this JP-8 requirement via the use of Tier 3 or lower or "export" market engines. These engines are becoming increasingly obsolete and progressively more difficult to procure and sustain. Increased procurement costs result from the need to source and integrate these engines into commercial items that are designed to be EPA compliant with Tier 4 engines for the U.S. market.
Performance Requirements: The solution or solution set will need to allow for the fielding of commercial items using standard Tier 4 engines. The solution will need to allow for operation with both ULSD fuel supplies while in CONUS and JP-8 fuel supplies during expeditionary operations. The solution will need to result in no net increase in lifecycle cost and not negatively impact the performance of the engine beyond what is expected when using JP-8 in Tier 3 or lower engines. This includes power output, fuel efficiency, and ability to run throughout the range of worldwide environmental conditions. Lifecycle cost calculations will assume quantities of 100 for a single unique end item. The solution should apply as broadly as possible to multiple system and engine types (including different makes and models, both on and off-highway engines) and sizes of diesel engines ranging from small 10hp pony motors through large commercial truck engines. Demonstrate the solution via instrumented testing.
Current equipment operates under an EPA exemption for national security. Any solution is permitted to result in exhaust emissions that no longer meet Tier 4 requirements. Exhaust emissions should meet or exceed the requirements of the equivalent Tier 3 engine.
PHASE I: Define, design, and establish the feasibility of a concept that will result in the ability to procure equipment with current Tier 4 engines and operate this equipment during expeditionary operations with JP-8 fuel supplies. Produce a prototype engineering design with major components identified as either existing commercial items or those requiring no further development under Phase II. Ensure that any development components should be of sufficient maturity such that a full-scale prototype can be developed and demonstrated under Phase II.
Identify and calculate expected procurement and sustainment costs for the concept. Identify any potential limitations or impacts to the system resulting from the concept, which could include any limitations on application (e.g., horsepower limitation) or increases in weight, among other possible characteristics.
Provide a Phase II plan.
PHASE II: Produce and demonstrate a prototype of the concept developed under Phase I. Include a minimum of 50 hours (threshold), preferably 100 hours or greater (objective), of run time using JP-8 or the CONUS equivalent F-24 as the supplied fuel. Demonstrate the prototype on an engine that is, of a minimum, in the 19-56 kW category (Threshold) to the 56-130 kW (or higher) category with a diesel exhaust fluid (DEF) system (Objective). Perform any small-scale demonstrations or testing of developmental components, as needed, to increase the maturity of the technology in support of a physical prototype of the Phase I concept.
Perform any instrumented tests needed to validate the performance requirements of the prototype (e.g., dynamometer, instrumentation of the engine, or exhaust analysis).
PHASE III DUAL USE APPLICATIONS: The end goal of Phase II is expected to be a design that, with further engineering development and testing to refine the design and develop manufacturing, would result in an end item the government can procure or component(s) and/or modifications that vendors of end items can incorporate into their systems that are procured by the expeditionary Navy. Phase III would concentrate on that additional engineering and commercialization effort required to prepare the solution(s) for a successful transition.
The final solution(s) would be applied across the full spectrum of future equipment within the expeditionary Navy, such as civil engineering support equipment, construction equipment, and tactical and light ground vehicles. The solution would also be made available and socialized with the joint services, including the Army, Air Force, and Marine Corps.
Any solutions developed under this SBIR topic which have potential commercial applications will be communicated to potential commercialization partners, such as engine manufacturers. These include any sulfur reduction filters or sulfur tolerate emissions components which could be applied to improve emissions in diesel engines in markets with high sulfur diesel.
REFERENCES:
KEYWORDS: JP-8; diesel; engine; Expeditionary; Tier 4; sulfur
** TOPIC NOTICE ** |
The Navy Topic above is an "unofficial" copy from the Navy Topics in the DoD 24.3 SBIR BAA. Please see the official DoD Topic website at www.dodsbirsttr.mil/submissions/solicitation-documents/active-solicitations for any updates. The DoD issued its Navy 24.3 SBIR Topics pre-release on August 21, 2024 which opens to receive proposals on September 18, 2024, and closes October 16, 2024 (12:00pm ET). Direct Contact with Topic Authors: During the pre-release period (August 21, through September 17, 2024) proposing firms have an opportunity to directly contact the Technical Point of Contact (TPOC) to ask technical questions about the specific BAA topic. Once DoD begins accepting proposals on September 18, 2024 no further direct contact between proposers and topic authors is allowed unless the Topic Author is responding to a question submitted during the Pre-release period. DoD On-line Q&A System: After the pre-release period, until October 2, at 12:00 PM ET, proposers may submit written questions through the DoD On-line Topic Q&A at https://www.dodsbirsttr.mil/submissions/login/ by logging in and following instructions. In the Topic Q&A system, the questioner and respondent remain anonymous but all questions and answers are posted for general viewing. DoD Topics Search Tool: Visit the DoD Topic Search Tool at www.dodsbirsttr.mil/topics-app/ to find topics by keyword across all DoD Components participating in this BAA.
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| 9/25/24 | Q. | Acceptable or preferred solutions? |
| A. | There are two boundaries: 1) JP-8 will be the fuel received by the end users at a Forward Operating Base (FOB)/tent camp and 2) new systems will start as commercial off the shelf (COTS) with standard commercial Tier 4 engines. The solution space is open beyond these restrictions, including but not limited to modification to the COTS systems and treatment of the fuel. Solutions will be judged on their merits including feasibility, applicability, impact to life-cycle cost, and operational impacts. | |
| 9/25/24 | Q. | Cost considerations or assumptions for total life-cycle cost? |
| A. | The additional cost burden to acquire equipment with Tier 3 or export engines varies by size
and availability. Typical costs can be assumed to be ~$5,000 per item for trucks and tractors,
and does not exceed $10k per item. The overall inventory is on the order of 10,000 end items. Equipment lifetimes are typically 15-20 years with replacement of equipment at the end of its useful life. No particular engine make/model can be assumed. Engines vary by equipment type and over time as suppliers change. The majority of the commercial trucks in our inventory are light duty trucks with engines in the 7L size (e.g. F-350) or medium duty trucks (8a) with 12- 13L engines. For fuel usage rates: HD trucks achieve ~4 mpg, medium duty trucks ~8 mpg, and light duty trucks 12-16 mpg. Vehicles will be fuels with commercially available diesel during peacetime operations |
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| 9/25/24 | Q. | Disposal of waste and acceptable maintenance intervals? |
| A. | Any waste generated at the FOB will be disposed of onsite if safe, or hauled out using
logistics supply lines. Maintenance intervals should align with standard equipment maintenance intervals, minimum of quarterly (every 3 months) or 3000 miles. |
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| 9/25/24 | Q. | Powered solutions are acceptable? Availability of power? |
| A. | Powered solutions are acceptable. Power is from AMMPS 60kW generators. Impacts for additional generators or fuel use will be considered during evaluation and for lifecycle costs. Vehicle power is primarily 24V DC, with some smaller equipment having 12V power electrical systems. |