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At least 1,387 records · Page 77

Stability of aqueous neodymium complexes in carbonate-bearing solutions from 100–600 °C

Rare earth element exploration requires a quantitative understanding of factors governing their mobilization and economic concentration. However, the behavior of rare earth elements in carbonate- bearing hydrothermal fluids associated with carbonatite-hosted deposits is poorly understood, and conflicting mechanisms of rare earth transport by anionic ligands and alkali behavior have been described. Here, we report quantitative data to characterize the role of carbonate-bearing solutions in the hydrothermal mobilization of neodymium. Solubility studies of neodymium phosphate were performed at temperatures ranging from 100 to 600 °C in carbonate-bearing solutions. The thermodynamic data determined for the predominant complex were used to model the separation of neodymium from thorium in a simple flow-through system based on fluid and mineral compositions characteristic of carbonatite deposits. Our data suggest that neodymium transport is controlled by the stability of the carbonate species NdCO 3 OH o , and at temperatures of 500–600 °C, the concentrations of neodymium in solutions can reach ~1000 ppm.

58 GEOSCIENCES↗

Meeting the Challenges of Modern Transit through the Integration of Traditional Transit, On-Demand Micro-Transit Services and Vehicle Automation - A Case Study in Chandler, Arizona

Current technology trends of vehicle automation, electrification and on-demand transit are providing new tools to develop effective public mobility services, yet need to be balanced with traditional modes to serve the spectrum of demand effectively and efficiently. Automated vehicle transportation network company (TNC) services, better known as 'Robotaxis' are beginning to proliferate and scale across the US, with Waymo as the lead commercial entity. Chandler, AZ was the first fully automated deployment of Waymo technology. Chandler was also one of the first municipalities in Arizona to roll out micro-transit service to its citizens in 2022. At present the Chandler Flex micro-transit program is beginning to partner with Waymo to augment micro-transit services during peak demands, another first in the nation. However, the mix of services in Chandler relies not only on new technology, but also on traditional modes including fixed route transit and para-transit services. These are blended and balanced such that both old and new modes are applied within the context in which each excel. This presentation will provide background on the Chandler, AZ public mobility services, and the performance metrics that govern their use and selection within the spectrum of development and population density as well as socio-demographics within Chandler. Additionally, the behavioral response of the use of unmanned, automated vehicles employed to augment micro-transit is novel, the first in the nation - and initial feedback from public transit constituents in Chandler will be shared.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Development of the Artemis Distributed Simulation FOMs

The National Aeronautics and Space Administration (NASA) is formulating and developing the Artemis Program, a collaboration with domestic commercial and international partners that will establish a long term human presence on the Moon and extend human exploration beyond the Earth-Moon system ahead of exploring Mars. These Artemis partners are developing a portfolio of space and surface systems to support human missions to the lunar surface and beyond. The Artemis systems will provide the mobility, habitation, and logistics infrastructure that will support human exploration and foster robust scientific investigations. Each partner will contribute one or more elements to the Artemis Program with NASA having the overarching responsibility for defining the Artemis architecture and guiding the integration of this complex system of space systems. To successfully accomplish this audacious task, NASA will rely on the development and execution of many complex models and simulations. Many of these simulations will be provided by the Artemis partners. While each of these simulations will provide important insight into the characteristics and performance of an associated system, individually they will not provide insight into the integrated performance of the architecture and the system of systems working in concert to execute a given Artemis mission. To address this need, NASA is developing a distributed simulation capability called the Artemis Distributed Simulation (ADS). ADS’s distributed nature supports the complex aggregation of constituent Artemis element simulations. Artemis partner simulations will be able to join into an ADS-based distributed simulation and interact with other Artemis element simulations while limiting the exposure of proprietary designs and data. ADS is defining a distributed simulation capability built on international simulation interoperability standards, specifically the High Level Architecture (HLA) and the Space Reference Federation Object Model (SpaceFOM). While HLA and SpaceFOM provide the substantive necessary technology basis for ADS, additional common datatypes, message definitions, and execution protocols are required. These extensions constitute the ADS Federation Object Model (FOM). This paper describes the fundamental architectural elements of ADS and the FOM extensions needed to support the complex nature of the Artemis Program. This includes the examination of the ADS FOM modules, ADS base datatypes, ADS SpaceFOM Object Class extensions, new ADS Object Classes, and new ADS Interaction Classes.

HLA↗

Development of the Artemis Distributed Simulation FOMs

The National Aeronautics and Space Administration (NASA) is formulating and developing the Artemis Program, a collaboration with domestic commercial and international partners that will establish a long term human presence on the Moon and extend human exploration beyond the Earth-Moon system ahead of exploring Mars. These Artemis partners are developing a portfolio of space and surface systems to support human missions to the lunar surface and beyond. The Artemis systems will provide the mobility, habitation, and logistics infrastructure that will support human exploration and foster robust scientific investigations. Each partner will contribute one or more elements to the Artemis Program with NASA having the overarching responsibility for defining the Artemis architecture and guiding the integration of this complex system of space systems. To successfully accomplish this audacious task, NASA will rely on the development and execution of many complex models and simulations. Many of these simulations will be provided by the Artemis partners. While each of these simulations will provide important insight into the characteristics and performance of an associated system, individually they will not provide insight into the integrated performance of the architecture and the system of systems working in concert to execute a given Artemis mission. To address this need, NASA is developing a distributed simulation capability called the Artemis Distributed Simulation (ADS). ADS’s distributed nature supports the complex aggregation of constituent Artemis element simulations. Artemis partner simulations will be able to join into an ADS-based distributed simulation and interact with other Artemis element simulations while limiting the exposure of proprietary designs and data. ADS is defining a distributed simulation capability built on international simulation interoperability standards, specifically the High Level Architecture (HLA) and the Space Reference Federation Object Model (SpaceFOM). While HLA and SpaceFOM provide the substantive necessary technology basis for ADS, additional common datatypes, message definitions, and execution protocols are required. These extensions constitute the ADS Federation Object Model (FOM). This paper describes the fundamental architectural elements of ADS and the FOM extensions needed to support the complex nature of the Artemis Program. This includes the examination of the ADS FOM modules, ADS base datatypes, ADS SpaceFOM Object Class extensions, new ADS Object Classes, and new ADS Interaction Classes.

HLA↗

Automated Mobility Platforms: A Framework for Versatile, Energy-Efficient Urban Transportation for the 21st Century: Preprint

This paper presents automated mobility platforms (AMPs) as a framework to deliver high-quality urban mobility. AMPs leverage advances in sensing technology developed from automated roadway vehicles to provide opportunities for efficient movement of people and goods in dense urban environments, campuses, and large facilities like airports. In this paper, we layout the concept of AMPs and how they can serve the mobility needs of the population by providing service at the intersection of micromobility (services such as electric scooters or bikes), personal rapid transit, and moving walkways. Several key attributes and justification for the AMPs concept are described, including improvements to accessibility (inherent in design) covering both socioeconomic and disability equity, safety, energy efficiency, cost-effectiveness, urban land and space management, and scalability. We summarize the results from an ongoing national laboratory-sponsored, faculty-supported, student-led investigation into AMPs that includes stakeholder engagement and technical feasibility assessment.

ADVANCED PROPULSION SYSTEMS↗

On-Demand Mobility (ODM) Technical Pathway: Enabling Ease of Use and Safety

On-demand mobility (ODM) through aviation refers to the ability to quickly and easily move people or equivalent cargo without delays introduced by lack of, or infrequently, scheduled service. A necessary attribute of ODM is that it be easy to use, requiring a minimum of special training, skills, or workload. Fully-autonomous vehicles would provide the ultimate in ease-of-use (EU) but are currently unproven for safety-critical applications outside of a few, situationally constrained applications (e.g. automated trains operating in segregated systems). Applied to aviation, the current and near-future state of the art of full-autonomy, may entail undesirable trade-offs such as very conservative operational margins resulting in reduced trip reliability and transportation utility. Furthermore, acceptance by potential users and regulatory authorities will be challenging without confidence in autonomous systems in developed in less critical, but still challenging applications. A question for the aviation community is how we can best develop practical ease-of-use for aircraft that are sized to carry a small number of passengers (e.g. 1-9) or equivalent cargo. Such development is unlikely to be a single event, but rather a managed, evolutionary process where responsibility and authority transitions from human to automation agents as operational experience is gained with increasingly intelligent systems. This talk presents a technology road map being developed at NASA Langley, as part of an overall strategy to foster ODM, for the development of ease-of-use for ODM aviation.

Goodrich, Ken↗

Non-Contact Thermal Properties Measurement with Low-Power Laser and IR Camera System

As shown by the Phoenix Mars Lander's Thermal and Electrical Conductivity Probe (TECP), contact measurements of thermal conductivity and diffusivity (using a modified flux-plate or line-source heat-pulse method) are constrained by a number of factors. Robotic resources must be used to place the probe, making them unavailable for other operations for the duration of the measurement. The range of placement is also limited by mobility, particularly in the case of a lander. Placement is also subject to irregularities in contact quality, resulting in non-repeatable heat transfer to the material under test. Most important from a scientific perspective, the varieties of materials which can be measured are limited to unconsolidated or weakly-cohesive regolith materials, rocks, and ices being too hard for nominal insertion strengths. Accurately measuring thermal properties in the laboratory requires significant experimental finesse, involving sample preparation, controlled and repeatable procedures, and, practically, instrumentation much more voluminous than the sample being tested (heater plates, insulation, temperature sensors). Remote measurements (infrared images from orbiting spacecraft) can reveal composite properties like thermal inertia, but suffer both from a large footprint (low spatial resolution) and convolution of the thermal properties of a potentially layered medium. In situ measurement techniques (the Phoenix TECP is the only robotic measurement of thermal properties to date) suffer from problems of placement range, placement quality, occupation of robotic resources, and the ability to only measure materials of low mechanical strength. A spacecraft needs the ability to perform a non-contact thermal properties measurement in situ. Essential components include low power consumption, leveraging of existing or highly-developed flight technologies, and mechanical simplicity. This new in situ method, by virtue of its being non-contact, bypasses all of these problems. The use of photons to both excite and measure the thermal response of any surface material to a high resolution (estimated footprint = 10 square centimeters) is a generational leap in physical properties measurements. The proposed method consists of spot-heating the surface of a material with a low (less than 1 W) power laser. This produces a moderate (5-10 K) temperature increase in the material.

Hudson, Troy L.↗

Assessment of Secondary Pitot Probe Locations on a Small UAS

Urban Air Mobility (UAM) and Advanced Air Mobility (AAM) have been at the forefront of many aeronautical discussions because of the potential revolutionary improvement to urban transportation. In this study, a representative Research Aircraft for eVTOL Enabling techNologies, Sub-scale Wind Tunnel Flight Test (RAVEN SWFT) nosecone was placed inside the NASA Langley Research Center’s 12-Foot Low-Speed Wind Tunnel with a pitot-static assembly installed. The study aimed to determine a suitable location and orientation of the pitot-static assembly on the nose of the vehicle, which consists of two airspeed sensors: one for the flight controller and one for data collection. The dynamic pressure was varied from 0.5 to 5psf for each test point. Additionally, three different offset distances from the center boom and three different angles for the flight controller pitot tube were tested. The data from both of the pitot tube assemblies were compared to the wind tunnel and the Aeroprobe pitot tube. The results show the flight controller pitot tube performs better when it is placed further away from the nosecone, regardless of the angle. The results also show that the angle does not affect the accuracy of the pitot tube when the vehicle yaws or pitches regardless of the mounting angle and location. The study provides useful insights for the design of the airspeed measurement systems on small Uncrewed Aerial Systems (sUAS), which can be applied to other UAM and AAM applications.

AAM↗

A High-Efficient Solution for Electro-Hydraulic Actuators with Energy Regeneration Capability

This paper proposes a cost-effective, robustly practical solution for a high-efficient electro-hydraulic actuator (EHA) for linear drives. The solution addresses the challenges of high costs and limited efficiency that limit the application of EHA for the electrification of many off-road vehicles. Based on a variable-speed electric motor and a low-cost technology for a fixed-displacement pump, the proposed solution is suitable for a compact implementation and it is capable of energy regeneration under overrunning load conditions. Two different architectures—an open circuit and a closed circuit one—are considered to determine the most practical and efficient configuration as well as the control features. Both architectures minimize throttling losses associated with the conventional regulation of hydraulic actuators. Actuator velocities below the minimum and beyond the maximum allowable pump flow rate are achieved in both architectures using a proportional valve that bypasses the pump flow. The paper describes the design methodology as well as the simulation and experimental activities performed to verify the control strategies as well as energy efficiency. Considering an EHA system of about 20 kW, a complete efficiency map of the system is determined for all the possible four quadrants of operation thus including both resistive and overrunning loads, where energy recuperation is implemented. Simulation and experimental results show that the energy efficiency of the hydraulic systems can reach 84.7% in resistive phases. In assistive phases, the hydraulic system can recover up to 81.8% of the actuator energy. Here, the comparison between open-circuit and closed-circuit structures shows the advantages of the former in terms of energy efficiency. The proposed solution is suitable for electrified hydraulic actuation systems, in both industrial and mobile applications. With the advantages of the low cost of the hydraulic unit and high energy efficiency, it is particularly suitable for mobile applications such as construction machines, that are recently experiencing a significant electrification trend.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Design of Muon Campus full flow purifier for varying operational conditions and horizontal shipping

Constant ingress of impurities in Muon Campus g-2 experiment at Fermilab has resulted in reduction of efficiency of cryogenic expanders and occasional undesired downtime to flush the impurities. Due to insufficiency of current 0.06 kg/s mobile purifier, a full flow purifier is designed to be used in Muon Campus which purifies 0.24 kg/s of Helium throughput of 4 compressors through charcoal bed at 80 K and returns ambient Helium back to the system. The purifier is designed to be operated near liquid Nitrogen temperature during cold operations and up to 400 K during regeneration. Both warm and cold operational range of the purifier has required use of appropriate clearances in design due to expansion and contraction. The vessel of around 5.5 m height which is designed to be operated vertically is to be shipped horizontally. The asymmetrical position of heavy stainless steel heat exchanger in the purifier support frame and 5g vertical load design consideration for shipping has required use of shipping supports and heat exchanger rotational stops to comply with design requirements. FEA of purifier system is performed in cold, warm and shipping cases to verify that the purifier satisfies the design requirements.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

First Ever Field Pilot on Alaska's North Slope to Validate the Use of Polymer Floods for Heavy Oil EOR a.k.a Alaska North Slope Field Laboratory (ANSFL)

Alaska’s high viscosity oil resources that range between 20–30+ billion barrels represent about a third of known North Slope original oil in place (OOIP). These resources are primarily concentrated in the Schrader Bluff formation (also called West Sak on the Western North Slope) and Ugnu reservoirs and are categorized as “viscous oils” and “heavy oils” owing to their in-situ viscosities between 5–10,000 cP and up to a million+ cP respectively. The viscous oil deposits are relatively deeper (2,000 – 5,000 ft), whereas the heavy oils are somewhat shallower (2,000 – 4,000 ft). The typically shallow depths and the proximity to the continuous permafrost results in relatively lower formation temperatures and pressures, and consequently higher viscosities. The vertical depth vs. viscosity delineated in Paskvan et al. (2016) differentiates the viscous and heavy oils. As depicted in Paskvan et al. (2016), currently the main focus (referred to as “developing”) is on the viscous oils in the Schrader Bluff formation in the Milne Point Unit (MPU). Notwithstanding this Alaska North Slope (ANS) specific categorization, we use the industry adopted, all-inclusive term “heavy oil” for all high viscosity oils. Resource characterization and additional details can be found in topical publications of Paskvan et al. (2016) and Targac et al. (2005). Despite the vast resource base, the development pace, vis-à-vis the production of heavy oils has been very slow and limited due to multiple factors such as cost, logistics, challenging arctic environment, poor waterflood sweep efficiency due to mobility contrasts, and significantly high minimum miscibility pressures (MMP). Most importantly, typical or standard thermal methods that are commonplace elsewhere (Canada, California) are inapplicable due to the continuous permafrost. As a consequence, cumulative production of heavy and viscous oils is a little over 1% of OOIP slope wide and currently, there is hardly any production from Ugnu. However, on a broader level, these unfavorable factors are outweighed by the fact that (1) these resources, within the established infrastructure, are too large to ignore because of their strategic importance to the Nation and the State of Alaska and (2) Prudhoe Bay type diluent crude oil is still available for heavy oil transport through the Trans Alaska Pipeline System (TAPS). Similarly, from a reservoir standpoint, the following factors also are important offsets: (1) favorable rock characteristics of Schrader Bluff; (2) the promise demonstrated by the initial scoping studies (Seright 2010, 2011) suggesting significant increase of heavy oil recovery using polymer flooding; (3) successful field implementation in Canada, China and elsewhere in the world, and (4) availability of the existing pairs of horizontal injector-producer in Schrader Bluff The foregoing was recognized as the best readily available opportunity for significant investment by the US Department of Energy and the field operator Hilcorp Alaska LLC to conduct the first ever field scale experiment to test the polymer flooding technology to unlock the vast heavy oil resources on ANS. With this primary goal in mind, the research team embarked on a ~4.5 years long project that focused on the field polymer pilot complemented by supporting laboratory and simulation studies. As documented in this final report, over the course of the project, many lessons have been learned and valuable field and supporting laboratory data has been collected, which also is complemented by numerical reservoir simulations. We have been able to establish the injectivity of polymer solution, evidence of significant reduction in the water cut of previously waterflooded pattern, effective propagation of a hydrolyzed polyacrylamide (HPAM), benefits of low salinity water, provide practical guidance on handling of produced fluids containing breakthrough polymer, fit-for-purpose forecast-worthy history matched simulation model, polymer EOR benefit of 700-1000 bopd over waterflood, and most importantly a low polymer utilization factor of ~1.7 lb/stb. In summary this project is deemed as a scientific, technical and economic success, having met all objectives, fulfilled deliverables and within budget, providing impetus to apply polymer EOR throughout the Milne Point Field paving the way for even heavier viscosity oils in the Ugnu area, eventually extending the economic life of TAPS.

02 PETROLEUM↗

The Nuclear Thermal Propulsion Stage (NTPS): A Key Space Asset for Human Exploration and Commercial Missions to the Moon

The nuclear thermal rocket (NTR) has frequently been discussed as a key space asset that can bridge the gap between a sustained human presence on the Moon and the eventual human exploration of Mars. Recently, a human mission to a near Earth asteroid (NEA) has also been included as a "deep space precursor" to an orbital mission of Mars before a landing is attempted. In his "post-Apollo" Integrated Space Program Plan (1970 to 1990), Wernher von Braun, proposed a reusable Nuclear Thermal Propulsion Stage (NTPS) to deliver cargo and crew to the Moon to establish a lunar base initially before sending human missions to Mars. The NTR was selected because it was a proven technology capable of generating both high thrust and high specific impulse (Isp approx. 900 s)-twice that of today's best chemical rockets. During the Rover and NERVA programs, 20 rocket reactors were designed, built and successfully ground tested. These tests demonstrated the (1) thrust levels; (2) high fuel temperatures; (3) sustained operation; (4) accumulated lifetime; and (5) restart capability needed for an affordable in-space transportation system. In NASA's Mars Design Reference Architecture (DRA) 5.0 study, the "Copernicus" crewed NTR Mars transfer vehicle used three 25 klbf "Pewee" engines-the smallest and highest performing engine tested in the Rover program. Smaller lunar transfer vehicles-consisting of a NTPS with three approx. 16.7 klbf "SNRE-class" engines, an in-line propellant tank, plus the payload-can be delivered to LEO using a 70 t to LEO upgraded SLS, and can support reusable cargo delivery and crewed lunar landing missions. The NTPS can play an important role in returning humans to the Moon to stay by providing an affordable in-space transportation system that can allow initial lunar outposts to evolve into settlements capable of supporting commercial activities. Over the next decade collaborative efforts between NASA and private industry could open up new exploration and commercial opportunities for both organizations. With efficient NTP, commercial habitation and crew delivery systems, a "mobile cislunar research station" can transport crews to small NEAs delivered to the E-ML2 point. Also possible are week-long "lunar tourism" missions that can carry passengers into lunar orbit for sightseeing (and plenty of picture taking), then return them to Earth orbit where they would re-enter and land using a small reusable lifting body based on NASA's HL-20 design. Mission descriptions, key vehicle features and operational characteristics are described and presented.

Borowski, Stanley K.↗

E-Glider: Active Electrostatic Flight for Airless Body Exploration

The environment near the surface of asteroids, comets, and the Moon is electrically charged due to the Sun's photoelectric bombardment and lofting dust, which follows the Sun illumination as the body spins. Chargeddust is ever present, in the form of dusty plasma, even at high altitudes, following the solar illumination. If abody with high surface resistivity is exposed to the solar wind and solar radiation, sun-exposed areas andshadowed areas become differentially charged. The E-Glider (Electrostatic Glider) is an enabling capability foroperation at airless bodies, a solution applicable to many types of in-situ mission concepts, which leverages thenatural environment. With the E-Glider, we transform a problem (spacecraft charging) into an enablingtechnology, i.e. a new form of mobility in microgravity environments using new mechanisms and maneuveringbased on the interaction of the vehicle with the environment. Consequently, the vision of the E-Glider is toenable global scale airless body exploration with a vehicle that uses, instead of avoids, the local electricallycharged environment. This platform directly addresses the "All Access Mobility" Challenge, one of the NASA'sSpace Technology Grand Challenges. Exploration of comets, asteroids, moons and planetary bodies is limitedby mobility on those bodies. The lack of an atmosphere, the low gravity levels, and the unknown surface soilproperties pose a very difficult challenge for all forms of know locomotion at airless bodies. This E-Gliderlevitates by extending thin, charged, appendages, which are also articulated to direct the levitation force in themost convenient direction for propulsion and maneuvering. The charging is maintained through continuouscharge emission. It lands, wherever it is most convenient, by retracting the appendages or by firing a cold-gasthruster, or by deploying an anchor. The wings could be made of very thin Au-coated Mylar film, which areelectrostatically inflated, and would provide the lift due to electrostatic repulsion with the naturally chargedasteroid surface. Since the E-glider would follow the Sun's illumination, the solar panels on the vehicle wouldconstantly charge a battery. Further articulation at the root of the lateral strands or inflated membrane wings,would generate a component of lift depending on the articulation angle, hence a selective maneuveringcapability which, to all effects, would lead to electrostatic (rather than aerodynamic) flight. Preliminarycalculations indicate that a 1 kg mass can be electrostatically levitated in a microgravity field with a 2 mdiameter electrostatically inflated ribbon structure at 19kV, hence the need for a "balloon-like" system. Due tothe high density and the photo-electron sheath and associate small Debye length, significant power is requiredto levitate even a few kilograms. The power required is in the kilo-Watt range to maintain a constant chargelevel.

Electrostatic Flight↗

High-performance windows improve thermal survivability of occupants during cold snaps

Exposure to low indoor air temperature is a major contributor to temperature-related mortality during extreme cold events, especially when power outages disrupt operation of space heating systems. This study explores the impact of high-performance windows on the thermal resilience of residential buildings during extreme cold weather and grid power outages, as well as their long-term benefits through energy efficiency and reduced risk of property damage. Building performance simulations were conducted for reference residential buildings in three construction vintages and two major U.S. cities located in cold climate zones, considering two types of extreme cold events: short and severe, and long and milder. Our research found that even houses compliant with current energy codes struggle to maintain safe indoor temperatures for more than a few hours during power outages, necessitating rapid evacuations. High-performance windows can extend the thermal survivability time by up to 3.8 days within a 7-day cold snap and significantly reduce risk of bursting frozen water pipes, depending on the building’s insulation and infiltration level, cold event severity, and occupant vulnerability. This extended thermal safety time is crucial in scenarios where reduced mobility complicates emergency responses in senior housing. In addition to boosting thermal resilience, upgrading older homes with high-performance windows can reduce heating energy consumption by over 18% and cooling energy by 15%. Our findings highlight the need to incorporate thermal resilience assessments into new designs or major retrofits, including the use of typical and extreme weather scenarios and advanced technologies like high-performance windows.

Krelling, Amanda F↗

Unconventional polaronic ground state in superconducting LiTi 2 O 4

Geometrically frustrated lattices can display a range of correlated phenomena, ranging from spin frustration and charge order to dispersionless flat bands due to quantum interference. One particularly compelling family of such materials is the half-valence spinel LiB 2 O 4 materials. On the B-site frustrated pyrochlore sublattice, the interplay of correlated metallic behavior and charge frustration leads to a superconducting state in LiTi 2 O 4 and heavy fermion behavior in LiV 2 O 4 . To date, however, LiTi 2 O 4 has primarily been understood as a conventional BCS superconductor despite a lattice structure that could host more exotic ground states. Here, we present a multimodal investigation of LiTi 2 O 4 , combining ARPES, RIXS, proximate magnetic probes, and ab-initio many-body theoretical calculations. Our data reveals a novel mobile polaronic ground state with spectroscopic signatures that underlie co-dominant electron-phonon coupling and electron-electron correlations also found in the lightly doped cuprates. The cooperation between the two interaction scales distinguishes LiTi 2 O 4 from other superconducting titanates, suggesting an unconventional origin to superconductivity in LiTi 2 O 4 . Our work deepens our understanding of the rare interplay of electron-electron correlations and electron-phonon coupling in unconventional superconducting systems. In particular, our work identifies the geometrically frustrated, mixed-valence spinel family as an under-explored platform for discovering unconventional, correlated ground states.

36 MATERIALS SCIENCE↗

Unconventional Charge Transport in MgCr 2 O 4 and Implications for Battery Intercalation Hosts

Ion transport in solid-state cathode materials prescribes a fundamental limit to the rates batteries can operate; therefore, an accurate understanding of ion transport is a critical missing piece to enable new battery technologies, such as magnesium batteries. Based on our conventional understanding of lithium-ion materials, MgCr 2 O 4 is a promising magnesium-ion cathode material given its high capacity, high voltage against an Mg anode, and acceptable computed diffusion barriers. Electrochemical examinations of MgCr 2 O 4 , however, reveal significant energetic limitations. Motivated by these disparate observations; herein, we examine long-range ion transport by electrically polarizing dense pellets of MgCr 2 O 4 . Our conventional understanding of ion transport in battery cathode materials, e.g., Nernst-Einstein conduction, cannot explain the measured response since it neglects frictional interactions between mobile species and their nonideal free energies. In this work, we propose an extended theory that incorporates these interactions and reduces to the Nernst-Einstein conduction under dilute conditions. This theory describes the measured response, and we report the first study of long-range ion transport behavior in MgCr 2 O 4 . We conclusively show that the Mg chemical diffusivity is comparable to lithium-ion electrode materials, whereas the total conductivity is rate-limiting. Given these differences, energy storage in MgCr 2 O 4 is limited by particle-scale voltage drops, unlike lithium-ion particles that are limited by concentration gradients. Future materials design efforts should consider the interspecies interactions described in this extended theory, particularly with respect to multivalent-ion systems and their resultant effects on continuum transport properties.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Evolution from topological Dirac metal to flat-band-induced antiferromagnet in layered K x Ni 4 S 2 (0 ≤ x ≤ 1)

Condensed matter systems with coexisting Dirac cones and flat bands and a switchable control between them within a single system are desirable but remarkably uncommon. Here, we report a layered quantum material system, K x Ni 4 S 2 (0 <= x <= 1), that simultaneously hosts both characteristics without involving typical Kagome/honeycomb lattices. Enabled by a topochemical K-deintercalation process, the Fermi surface can be fine-tuned continuously over a wide range of energies. Consequently, a non-magnetic Dirac-metal state with a topological nontrivial Z 2 index of 1;(000), supported by first-principles calculations and high mobility up to 1,471 cm 2 V -1 s -1 , is observed on the K-rich x = 1 side, whereas a flat-band-induced antiferromagnetic state with T N up to 10.1 K emerges as the K-content approaches 0. The K x Ni 4 S 2 system offers a versatile platform for exploring emerging phenomena and underscores aviable pathway for in situ control of quantum materials dominated by Dirac cones, flat bands, and their interplay.

dirac metal↗

Operational Integration Assessment (OIA) of Midterm UAM Operations: Class C Airspace Tabletop Exercise and Integration Checkpoint

The National Aeronautics and Space Administration (NASA), in collaboration with the Federal Aviation Administration (FAA), is conducting research into evolving today’s air traffic management system towards a more automated and operationally flexible airspace to accommodate Urban Air Mobility (UAM) operations at scale. UAM operations, enabled by electric Vertical Takeoff and Landing (eVTOL) aircraft, may change the role of aviation in the movement of people and goods and provide practical, cost-effective air transport in metropolitan areas. FAA UAM Concept of Operations v2.0 describes three evolutionary stages of UAM operations: Initial, Midterm, and Mature State operations. Midterm operations are comprised of many complex changes to the national airspace system (NAS). The Operational Integration Assessment (OIA) was created as a capability to address the need to study the progression and identify interdependencies of those changes that may occur during the midterm UAM operations timeframe. The OIA includes a series of tabletop exercises and integration checkpoints planned to explore various use cases from end-to-end, evaluated by NASA’s Air Traffic Management eXploration (ATM-X) project in partnership with the FAA’s William J. Hughes Technical Center (WJHTC) and industry partners. The use cases were exercised in an immersive, integrated live-virtual-constructive (LVC) airspace simulation environment, called the NASA/FAA Laboratory Integrated Test Environment (NFLITE), as part of an effort to learn how UAM operations can scale beyond the as-is NAS and through the transition to higher-tempo and highly automated operations of the future. This document describes the events of the tabletop exercise held from January 24-26, 2023, at the National Airspace Research & Technology Park (NARTP) in Egg Harbor Township, New Jersey, adjacent to the WJHTC and the subsequent integration checkpoint performed on March 28, 2023,at NASA Langley Research Center (LaRC) in Hampton, Virginia.

UAM↗