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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Small Engine Component Technology (SECT)

A study of small gas turbine engines was conducted to identify high payoff technologies for year-2000 engines and to define companion technology plans. The study addressed engines in the 186 to 746 KW (250 to 1000 shp) or equivalent thrust range for rotorcraft, commuter (turboprop), cruise missile (turbojet), and APU applications. The results show that aggressive advancement of high payoff technologies can produce significant benefits, including reduced SFC, weight, and cost for year-2000 engines. Mission studies for these engines show potential fuel burn reductions of 22 to 71 percent. These engine benefits translate into reductions in rotorcraft and commuter aircraft direct operating costs (DOC) of 7 to 11 percent, and in APU-related DOCs of 37 to 47 percent. The study further shows that cruise missile range can be increased by as much as 200 percent (320 percent with slurry fuels) for a year-2000 missile-turbojet system compared to a current rocket-powered system. The high payoff technologies were identified and the benefits quantified. Based on this, technology plans were defined for each of the four engine applications as recommended guidelines for further NASA research and technology efforts to establish technological readiness for the year 2000.

Early, M.↗
NASA NTRS1976

Construction and verification of a model of passenger response to STOL aircraft characteristics

A technique for evaluating passenger acceptance of a transportation system's environment has been developed. This includes a model of passenger reaction to the vehicle, as well as the relative satisfaction compared to other system attributes. The technique is applied to two commercial airline operations - a U.S. commuter, and the Canadian Airtransit STOL system. It is demonstrated that system convenience and aircraft interior seating can play a large role in satisfying the passenger.

Jacobson, I. D.↗
NASA NTRS1993

The spectral effects of subsolidus reduction of olivine and pyroxene

The surfaces of atmosphereless bodies are subjected to a variety of chemical, thermal, accretionary, and shock processes related to their regolith environment. These processes are responsible for a number of alterations that occur in regoliths. Alterations include particle size commutation, implantation of solar wind gases, formation of agglutinates, spectral darkening, and, in the lunar case, the development of the very strong red continuum slope in the visible and near infrared spectra. A great deal of work has pointed to the role of agglutinates as the principal agent for darkening and reddening the lunar soil. The measures of regolith maturity are strongly linked to the accumulation of agglutinates. Recent work has suggested that the finest fractions of agglutinitic glass are major source of the spectral red slope. In particular, the red slope is most strongly associated with the agglutinitic glasses that are rich in blebs of sub-micron sized metal particles. It is thought that these metal particles, because of their size and scattering efficiently relative to the wavelength of light, are responsible for the red continuum slope. This fine fraction of metal particles is produced primarily by reduction of Fe(+2) from silicates. One mechanism for the reduction process is the reaction of solar implanted wind protons with the regolith soil during impact events. In this case the presence of hydrogen creates a reducing environment and the thermal pulse from the impact greatly speeds the reaction kinetics. To explore other reducing and thermal environments a series of experiments were done using samples in evacuated capsules buffered by Tantalum and heated to subsolidus temperatures.

Britt, D. T.↗
DOE OSTI2022

Electric Vehicle and Infrastructure Systems Modeling in Washington D.C. and Baltimore

This report documents the Argonne-Exelon effort to develop and utilize an agent-based model (ATEAM) of charging demand and infrastructure expansion applicable to the Washington, DC–Baltimore, MD consolidated metropolitan area. This study extends the ATEAM model time horizon to 10 years (from 2020 to 2030), expands agent behavior modeling capabilities, incorporates more granular and extensive empirical data on charging behavior, and analyzes charging needs for a much larger population of PEVs, in keeping with regional goals for significant adoption of ZEVs. With given targets for annual BEV adoption, five scenarios were developed to examine public infrastructure needs and resulting charging load, considering different home charging availabilities, as well as different PEV consumer profiles and public charging infrastructure deployment strategies. Scenario results show that if new chargers (both L2 and DCFC) are spread more widely (as with ubiquitous deployment strategies), there will be less variation in the number of chargers added to each census tract in the study area. More importantly, widespread public charging infrastructure with ubiquitous deployment strategies reduces unmet charging demand and improves charging success, even with heavy reliance on public charging. About 80 percent of BEV drivers can charge on their first attempt in scenarios with ubiquitous deployment strategies. Moreover, widespread public charging infrastructure better meets the demand for more charging, and in return, increases BEV adoption. Low home charging availability produces higher charging loads in public locations, especially during the early morning (around 8:00 a.m.) and late afternoon (around 6:00 p.m.). The evening peak load indicates that drivers are taking advantage of public charging before heading home. Study results also indicate that even with 20 percent home charging availability in 2030, just 20 percent of drivers attempt to charge on a given day. With their relatively high electric range (200+ miles), the BEVs expected to be on the road in 2030 can handle daily commutes without re-charging for a couple of days.

24 POWER TRANSMISSION AND DISTRIBUTION↗
NASA NTRS2017

Robust Exploration and Commercial Missions to the Moon Using LANTR Propulsion and Lunar Liquid Oxygen Derived from FeO-Rich Pyroclastic Deposits

The nuclear thermal rocket (NTR) has frequently been identified as a key space asset required for the human exploration of Mars. This proven technology can also provide the affordable access through cislunar space necessary for commercial development and sustained human presence on the Moon. It is a demonstrated technology capable of generating both high thrust and high specific impulse (Isp approx.900 s) twice that of todays best chemical rockets. Nuclear lunar transfer vehicles consisting of a propulsion stage using three approx.16.5 klbf Small Nuclear Rocket Engines (SNREs), an in-line propellant tank, plus the payload can enable a variety of reusable lunar missions. These include cargo delivery and crewed lunar landing missions. Even weeklong tourism missions carrying passengers into lunar orbit for a day of sightseeing and picture taking are possible. The NTR can play an important role in the next phase of lunar exploration and development by providing a robust in-space lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supported by a variety of commercial activities such as in-situ propellant production used to supply strategically located propellant depots and transportation nodes. The use of lunar liquid oxygen (LLO2) derived from iron oxide (FeO)-rich volcanic glass beads, found in numerous pyroclastic deposits on the Moon, can significantly reduce the launch mass requirements from Earth by enabling reusable, surface-based lunar landing vehicles (LLVs) using liquid oxygen/hydrogen (LO2/H2) chemical rocket engines. Afterwards, a LO2/H2 propellant depot can be established in lunar equatorial orbit to supply the LTS. At this point a modified version of the conventional NTR called the LOX-augmented NTR, or LANTR is introduced into the LTS allowing bipropellant operation and leveraging the mission benefits of refueling with lunar-derived propellants for Earth return. The bipropellant LANTR engine utilizes the large divergent section of its nozzle as an afterburner into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engines choked sonic throat - essentially scramjet propulsion in reverse. By varying the oxygen-to-hydrogen mixture ratio, LANTR engines can operate over a range of thrust and Isp values while the reactor core power level remains relatively constant. A LANTR-based LTS offers unique mission capabilities including short transit time crewed cargo transports. Even a commuter shuttle service may be possible allowing one-way trip times to and from the Moon on the order of 36 hours or less. If only 1 of the extracted LLO2 propellant from identified resource sites were available for use in lunar orbit, such a supply could support daily commuter flights to the Moon for many thousands of years! The proposed paper outlines an evolutionary architecture and examines a variety of mission types and transfer vehicle designs, along with the increasing demands on LLO2 production as mission complexity and (Delta)V requirements increase. A comparison of vehicle features and engine operating characteristics, for both NTR and LANTR engines, is also provided along with a discussion of the propellant production and mining requirements associated with using FeO-rich volcanic glass as source material.

Nuclear rocket engines↗
NASA NTRS2017

Robust Exploration and Commercial Missions to the Moon Using LANTR Propulsion and In-Situ Propellants Derived from Lunar Polar Ice (LPI) Deposits

The nuclear thermal rocket (NTR) has frequently been identified as a key space asset required for the human exploration of Mars. This proven technology can also provide the affordable access through cislunar space necessary for commercial development and sustained human presence on the Moon. It is a demonstrated technology capable of generating both high thrust and high specific impulse (Isp 900 s) twice that of todays best chemical rockets. Nuclear lunar transfer vehicles consisting of a propulsion stage using three approx.16.5 klbf "Small Nuclear Rocket Engines (SNREs)", an in-line propellant tank, plus the payload can enable a variety of reusable lunar missions. These include cargo delivery and crewed lunar landing missions. Even weeklong "tourism" missions carrying passengers into lunar orbit for a day of sightseeing and picture taking are possible. The NTR can play an important role in the next phase of lunar exploration and development by providing a robust in-space lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supported by a variety of commercial activities such as in-situ propellant production used to supply strategically located propellant depots and transportation nodes. The processing of LPI deposits (estimated to be approx. 2 billion metric tons) for propellant production - specifically liquid oxygen (LO2) and hydrogen (LH2) can significantly reduce the launch mass requirements from Earth and can enable reusable, surface-based lunar landing vehicles (LLVs) using LO2/LH2 chemical rocket engines. Afterwards, LO2/LH2 propellant depots can be established in lunar polar and equatorial orbits to supply the LTS. At this point a modified version of the conventional NTR called the LO2-augmented NTR, or LANTR would be introduced into the LTS allowing bipropellant operation and leveraging the mission benefits of refueling with lunar-derived propellants (LDPs) for Earth return. The bipropellant LANTR engine utilizes the large divergent section of its nozzle as an afterburner into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engines choked sonic throat essentially scramjet propulsion in reverse. By varying the oxygen-to-hydrogen mixture ratio, LANTR engines can operate over a range of thrust and Isp values while the reactor core power level remains relatively constant. A LANTR-based LTS offers unique mission capabilities including short transit time crewed cargo transports. Even a commuter shuttle service may be possible allowing one-way trip times to and from the Moon on the order of 36 hours or less. If only 1 of the postulated water ice trapped in deep shadowed craters at the lunar poles were available for use in lunar orbit, such a supply could support daily commuter flights to the Moon for many thousands of years! The proposed paper outlines an evolutionary mission architecture and examines a variety of mission types and transfer vehicle designs, along with the increasing demands on LDP production as mission complexity and delta V requirements increase. A comparison of vehicle features and engine operating characteristics are also provided together with a discussion of the propellant production and mining requirements, and issues, associated with using LPI as the source material.

Nuclear Thermal Propulsion↗
NASA NTRS2018

Robust Exploration and Commercial Missions to the Moon Using Nuclear Thermal Rocket Propulsion and In Situ Propellants Derived from Lunar Polar Ice Deposits

The nuclear thermal rocket (NTR) has frequently been identified as a key space asset required for the human exploration of Mars. This proven technology can also provide the affordable “access through cislunar space” necessary for commercial development and sustained human presence on the Moon. It is a demonstrated technology capable of generating both high thrust and high specific impulse (I(sub sp) ~900 s)— twice that of today’s best chemical rockets. Nuclear lunar transfer vehicles—consisting of a propulsion stage using three ~16.5-klb(sub f) small nuclear rocket engines (SNREs), an in-line propellant tank, plus the payload—can enable a variety of reusable lunar missions. These include cargo delivery and crewed lunar landing missions. Even weeklong “tourism” missions carrying passengers into lunar orbit for a day of sightseeing and picture taking are possible. The NTR can play an important role in the next phase of lunar exploration and development by providing a robust in-space lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supported by a variety of commercial activities such as in situ propellant production used to supply strategically located propellant depots and transportation nodes. The processing of lunar polar ice (LPI) deposits (estimated to be ~2 billion metric tons) for propellant production—specifically liquid oxygen (LO(sub 2)) and hydrogen (LH(sub 2))—can significantly reduce the launch mass requirements from Earth and can enable reusable, surface-based lunar landing vehicles (LLVs) using LO(sub 2)/LH(sub 2) chemical rocket engines. Afterwards, LO(sub 2)/LH(sub 2) propellant depots can be established in lunar polar and equatorial orbits to supply the LTS. At this point a modified version of the conventional NTR called the LO(sub 2)-augmented NTR, or LANTR, would be introduced into the LTS, allowing bipropellant operation and leveraging the mission benefits of refueling with lunar-derived propellants (LDPs) for Earth return. The bipropellant LANTR engine utilizes the large divergent section of its nozzle as an “afterburner” into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engine’s choked sonic throat—essentially “scramjet propulsion in reverse.” By varying the oxygen-to-hydrogen mixture ratio, LANTR engines can operate over a range of thrust and I(sub sp) values while the reactor core power level remains relatively constant. A LANTR-based LTS offers unique mission capabilities including short transit time crewed cargo transports. Even a “commuter” shuttle service may be possible, allowing “one-way” trip times to and from the Moon on the order of 36 hr or less. If only 1% of the postulated trapped water ice were available for use in lunar orbit, such a supply could support routine commuter flights to the Moon for many thousands of years. This report outlines an evolving LTS architecture that uses propellants derived from LPI and examines a variety of mission types and transfer vehicle designs along with their operating characteristics and increasing demands on LDP production as mission complexity and velocity change ΔV requirements increase. A comparison of the LDP production and mining requirements using LPI and volcanic glass to produce lunar-derived liquid oxygen (LUNOX) via the hydrogen reduction process is included, and the synergy with an evolving helium-3 mining industry is also discussed.

Borowski, Stanley K.↗
NASA NTRS1989

Estimation of longitudinal stability and control derivatives for an icing research aircraft from flight data

The results of applying a modified stepwise regression algorithm and a maximum likelihood algorithm to flight data from a twin-engine commuter-class icing research aircraft are presented. The results are in the form of body-axis stability and control derivatives related to the short-period, longitudinal motion of the aircraft. Data were analyzed for the baseline (uniced) and for the airplane with an artificial glaze ice shape attached to the leading edge of the horizontal tail. The results are discussed as to the accuracy of the derivative estimates and the difference between the derivative values found for the baseline and the iced airplane. Additional comparisons were made between the maximum likelihood results and the modified stepwise regression results with causes for any discrepancies postulated.

Batterson, James G.↗
NASA NTRS2018

Robust Exploration and Commercial Missions to the Moon Using Nuclear Thermal Rocket Propulsion and Lunar Liquid Oxygen Derived from FeO-Rich Pyroclasitc Deposits

The nuclear thermal rocket (NTR) has frequently been identified as a key space asset required for the human exploration of Mars. This proven technology can also provide the affordable access through cislunar space necessary for commercial development and sustained human presence on the Moon. It is a demonstrated technology capable of generating both high thrust and high specific impulse (I(sub sp) approx. 900 s) twice that of today's best chemical rockets. Nuclear lunar transfer vehicles-consisting of a propulsion stage using three approx. 16.5-klb(sub f) small nuclear rocket engines (SNREs), an in-line propellant tank, plus the payload-are reusable, enabling a variety of lunar missions. These include cargo delivery and crewed lunar landing missions. Even weeklong ''tourism'' missions carrying passengers into lunar orbit for a day of sightseeing and picture taking are possible. The NTR can play an important role in the next phase of lunar exploration and development by providing a robust in-space lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supported by a variety of commercial activities such as in-situ propellant production used to supply strategically located propellant depots and transportation nodes. The use of lunar liquid oxygen (LLO2) derived from iron oxide (FeO)-rich volcanic glass beads, found in numerous pyroclastic deposits on the Moon, can significantly reduce the launch mass requirements from Earth by enabling reusable, surface-based lunar landing vehicles (LLVs)that use liquid oxygen and hydrogen (LO2/LH2) chemical rocket engines. Afterwards, a LO2/LH2 propellant depot can be established in lunar equatorial orbit to supply the LTS. At this point a modified version of the conventional NTR-called the LO2-augmented NTR, or LANTR-is introduced into the LTS allowing bipropellant operation and leveraging the mission benefits of refueling with lunar-derived propellants for Earth return. The bipropellant LANTR engine utilizes the large divergent section of its nozzle as an ''afterburner'' into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engine's choked sonic throat-essentially ''scramjet propulsion in reverse.'' By varying the oxygen-to-hydrogen mixture ratio, LANTR engines can operate over a range of thrust and I(sub sp) values while the reactor core power level remains relatively constant. A LANTR-based LTS offers unique mission capabilities including short-transit-time crewed cargo transports. Even a ''commuter'' shuttle service may be possible allowing ''one-way'' trip times to and from the Moon on the order of 36 hours or less. If only 1% of the extracted LLO2 propellant from identified resource sites were available for use in lunar orbit, such a supply could support daily commuter flights to the Moon for many thousands of years! This report outlines an evolutionary architecture and examines a variety of mission types and transfer vehicle designs, along with the increasing demands on LLO2 production as mission complexity and velocity change delta V requirements increase. A comparison of vehicle features and engine operating characteristics, for both NTR and LANTR engines, is also provided along with a discussion of the propellant production and mining requirements associated with using FeO-rich volcanic glass as source material.

rocket↗
DOE OSTI2026

What Shapes Transportation Charging Infrastructure Availability? Evidence from Tennessee

This study examines how community, travel, and freight characteristics relate to public charging infrastructure availability across Tennessee ZIP codes. We link Alternative Fuels Data Center station locations with traffic, socioeconomic, demographic, commuting, and freight employment data to build a ZIP code-level dataset. Ordinary least squares regression captures variation in chargers per 10,000 residents (R2=0.311). Quantile regressions at the 25th, 50th, and 75th percentiles, with pseudo R2 values up to 0.099, show that the determinants of infrastructure availability differ across low-, medium-, and high-availability areas. Percent female, percent car commuters, average household size, and median age are negatively associated with charging availability across much of the distribution. Truck traffic is positively associated only in lower-availability ZIP codes, while vehicle miles traveled shifts from a negative association at the lower end of the distribution to a positive association at the upper end. The results provide insight into how public charging deployment aligns with community characteristics, mobility demand, and freight activity across Tennessee. Future work can distinguish charger types and power levels, incorporate land-use and temporal rollout patterns, and examine how charging infrastructure needs differ across urban and rural contexts.

Calderón, Oriana [University of Tennessee, Knoxvil↗
NASA NTRS1980

Small Transport Aircraft Technology /STAT/ Propulsion Study

The NASA Small Transport Aircraft Technology (STAT) Propulsion Study was established to identify technology requirements and define the research and development required for new commuter aircraft. Interim results of the studies defined mission and design characteristics for 30- and 50-passenger aircraft. Sensitivities were defined that relate changes in engine specific fuel consumption (SFC), weight, and cost (including maintenance) to changes in the aircraft direct operating cost (DOC), takeoff gross weight, and empty weight. A comparison of performance and economic characteristics is presented between aircraft powered by 1980 production engines and those powered by a 1990 advanced technology baseline engine.

Heldenbrand, R. W.↗
NASA NTRS2000

Estimating The Rate of Technology Adoption for Cockpit Weather Information Systems

In February 1997, President Clinton announced a national goal to reduce the weather related fatal accident rate for aviation by 80% in ten years. To support that goal, NASA established an Aviation Weather Information Distribution and Presentation Project to develop technologies that will provide timely and intuitive information to pilots, dispatchers, and air traffic controllers. This information should enable the detection and avoidance of atmospheric hazards and support an improvement in the fatal accident rate related to weather. A critical issue in the success of NASA's weather information program is the rate at which the market place will adopt this new weather information technology. This paper examines that question by developing estimated adoption curves for weather information systems in five critical aviation segments: commercial, commuter, business, general aviation, and rotorcraft. The paper begins with development of general product descriptions. Using this data, key adopters are surveyed and estimates of adoption rates are obtained. These estimates are regressed to develop adoption curves and equations for weather related information systems. The paper demonstrates the use of adoption rate curves in product development and research planning to improve managerial decision processes and resource allocation.

Kauffmann, Paul↗
DOE OSTI2022

Outer automorphism anomalies

We discuss anomalies associated with outer automorphisms in gauge theories based on classical groups, namely charge conjugations for SU(N ) and parities for SO(2r). We emphasize the inequivalence (yet related by a flavor transformation) between two versions of charge conjugation for SU(2k), SO(2r), and E 6 symmetries. The subgroups that commute with the outer automorphisms are identified. Some charge conjugations can lead to a paradox, which is resolved by the observation that they are anomalous and hence not symmetries. We then discuss anomaly matching conditions that involve the charge conjugations or parities. Interesting examples are given where the charge conjugation is spontaneously broken.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2018

Path probabilities for consecutive measurements, and certain “quantum paradoxes”

We consider a finite-dimensional quantum system, making a transition between known initial and final states. The outcomes of several accurate measurements, which could be made in the interim, define virtual paths, each endowed with a probability amplitude. If the measurements are actually made, the paths, which may now be called “real”, acquire also the probabilities, related to the frequencies, with which a path is seen to be travelled in a series of identical trials. Different sets of measurements, made on the same system, can produce different, or incompatible, statistical ensembles, whose conflicting attributes may, although by no means should, appear “paradoxical”. We describe in detail the ensembles, resulting from intermediate measurements of mutually commuting, or non-commuting, operators, in terms of the real paths produced. In the same manner, we analyse the Hardy’s and the “three box” paradoxes, the photon’s past in an interferometer, the “quantum Cheshire cat” experiment, as well as the closely related subject of “interaction-free measurements”. It is shown that, in all these cases, inaccurate “weak measurements” produce no real paths, and yield only limited information about the virtual paths’ probability amplitudes.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2019

Travel and energy implications of ridesourcing service in Austin, Texas

This paper identifies major aspects of ridesourcing services provided by Transportation Network Companies (TNCs) which influence vehicles miles traveled (VMT) and energy use. Using detailed data on approximately 1.5 million individual rides provided by RideAustin in Austin Texas, we quantify the additional miles TNC drivers travel: before beginning and after ending their shifts, to reach a passenger once a ride has been requested, and between consecutive rides (all of which is referred to as deadheading); and the relative fuel efficiency of the vehicles that RideAustin drivers use compared to the average vehicle registered in Austin. We conservatively estimate that TNC drivers commute to and from their service areas accounts for 19% of the total ridesourcing VMT. In addition, we estimate that TNC drivers drove 55% more miles between ride requests within 60 min of each other, accounting for 26% of total ridesourcing VMT. Vehicles used for ridesourcing are on average two miles per gallon more fuel efficient than comparable light-duty vehicles registered in Austin, with twice as many are hybrid-electric vehicles. New generation battery electric vehicles with 200 miles of range would be able to fulfill 90% of full-time drivers' shifts on a single charge. We estimate that the net effect of ridesourcing on energy use is a 41-90% increase compared to baseline, pre-TNC, personal travel.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1984

Investigation of the residue in an electric rail gun employing a plasma armature

The performance of dc electric rail guns using plasma-armature-accelerated projectiles was studied. It was found that the initial rail launcher acceleration profile was consistent with the simulation, but that after the projectile had traveled approximately 25 to 30 cm along the gun, a considerable portion of the current in the projectile armature commutated into a secondary current path. Also noted were the lower than expected muzzle velocities. It was proposed that the secondary current path was a relatively high conductivity layer of residue on the launcher bore.

Bauer, D. P.↗
NASA NTRS1984

Communications skills for CRM training

A pilot training program in communication skills, listening, conflict solving, and task orientation, for a small but growing commuter airline is discussed. The interactions between pilots and management, and communication among crew members are examined. Methods for improvement of cockpit behavior management personnel relations are investigated.

Shearer, M.↗
DOE OSTI2021

Higher-rank tensor field theory of non-abelian fracton and embeddon

We formulate a new class of tensor gauge field theories in any dimension that is a hybrid class between symmetric higher-rank tensor gauge theory (i.e., higher-spin gauge theory) and anti-symmetric tensor topological field theory. Our theory describes a mixed unitary phase interplaying between gapless and gapped topological order phases (which can live with or without Euclidean, Poincaré, or anisotropic symmetry, at least in ultraviolet high or intermediate energy field theory, but not yet to a lattice cutoff scale). The “gauge structure” can be compact, continuous, abelian or non-abelian. Our theory sits outside the paradigm of Maxwell electromagnetic theory in 1865 and Yang–Mills isospin/color theory in 1954. We discuss its local gauge transformation in terms of the ungauged vector-like or tensor-like higher-moment global symmetry. The non-abelian gauge structure is caused by gauging the non-commutative symmetries: a higher-moment symmetry and a charge conjugation (particle–hole) symmetry. Vector global symmetries along time direction may exhibit time crystals. We explore the relation of these long-range entangled matters to a non-abelian generalization of Fracton order in condensed matter, a field theory formulation of foliation, the spacetime embedding and Embeddon that we newly introduce, and possible fundamental physics applications to dark matter or dark energy.

36 MATERIALS SCIENCE↗