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Federal Emergency Management Agency Mobile Housing Unit Running Gear Testing (Final Report)
The Federal Emergency Management Agency (FEMA) stages manufactured housing units (MHUs) at key locations to be used during disasters when other housing accommodations cannot be arranged for individuals or families. Due to the unpredictability of natural disasters and the limitations of the manufactured housing industry to produce large numbers of MHUs in very short periods of time, it is necessary for FEMA to store a large number of units for many months or years. With these long storage periods come degradation issues with frames, tires, bearing, and braking systems. These types of issues are also of interest to the U.S. Department of Transportation (DOT) Federal Motor Carrier Safety Administration (FMCSA) because regulated carriers normally transport these units and 49 CFR 393.75 Tires specifies tire loading restrictions for manufactured homes. To compare the running gear (tires, brakes, drums, bearings, axles, springs, and spring mounting hardware) currently specified in the 2014 Rugged Based Performance Requirements (RBPR) and the newly recommended running gear specified in the upcoming revision to the RBPR, the Oak Ridge National Laboratory (ORNL) outlined a Longevity Test Plan, which focused on the assessment of component longevity (failure rates by component type). The Test Plan also studied the forces imparted to the MHU from the running gear from interaction with the roadway for both the running gear in the 2014 RBPR and the running gear specified in the upcoming RBPR revision. Since the assessment of component longevity and failures are also issues of concern for FMCSA, both agencies collaborated to support the research presented in this report. The tests and data collection were conducted at the Navistar Proving Grounds (NPG) in New Carlisle (near South Bend), Indiana, during the May-November 2018 period. Four alternatives for the suspension system of a typical three-bedroom MHU were considered in this test. Alternative 0 was the MHU that was selected from the FEMA staging area in Selma, Alabama. Empirical data had shown that, on average, this alternative experiences one tire failure every 150 miles (or 0.0067 tire failures per mile traveled). Before testing, Alternative 0 was equipped with similar running gear hardware, although in new condition and installed following the manufacturer’s specifications. This became the Baseline Unit, or Alternative 1. Another unit, also selected from the FEMA staging area in Selma, Alabama, was equipped with better axles (i.e., axles that were rated for 7,000lbs as opposed to 6,000lbs for the Baseline Unit) and better tires. This became the Upgrade Unit, or Alternative 2. At the end of the Longevity Test, the Upgrade Unit was mounted with radial tires. This became Alternative 3.Alternative 1 (Baseline Unit) had, on average, one tire failure every 251 miles (or 0.0040 tire failures per mile traveled). So, by simply following the correct manufacturer’s specifications for the assembly of the transportation system, a reduction of 41% in the per mile tire failure was achieved. In the same test, Alternative 2 (Upgrade Unit) showed, on average, one tire failure every 728 miles traveled (or 0.0014 tire failure s per mile traveled). When the Upgrade Unit was mounted with radial tires in the last part of the test, no tire failures were observed for the 2,400 miles tested. That is, in the case of the radial tires (Alternative 3) the tire failure was less than one per 2,400 miles traveled (or less than 0.0004 tire failures per mile traveled). The data collected for the Longevity Test showed that the maximum accelerations were registered in all cases at the center of the MHU in the vertical direction. The overall maximum was registered by the Baseline Unit, Alternative 1. If that value is normalized to 100%, then the Upgrade Unit (Alternative 2) showed, on average, 81% at the same location, and Alternative 3 (radial-tire test) 59%. That is, the upgraded transportation system showed a reduction of 19% and 41% in the vertical accelerations transmitted to MHU at its center when regular and radial tires, respectively, were used. As part of the Test Protocol, NPG conducted a visual inspection of the MHUs and transportation system at the end of each test day. ORNL reviewed all the inspection reports in an attempt to determine if there was any difference in the damage that the Baseline and Upgrade MHUs showed during the test. The Upgrade Unit always showed lower accelerations transmitted to the MHU than the Baseline Unit. In most cases, these differences were statistically significant. The FEMA inspection report, conducted by a FEMA certified inspector at the end of the tests, included a shorter list of damaged items for the Baseline Unit than for the Upgrade Unit, although similar type of damages was described for both units. This may be an indication that, although lower than those of the Baseline Unit, the accelerations transmitted by the Upgrade Unit were above the threshold at which MHU elements start to fail.
Highlighting the complexities of a groundwater pilot study during an avian influenza outbreak: Methods, lessons learned, and select contaminant results
The highly pathogenic avian influenza (H5N2) outbreak in the Midwestern United States (US) in 2015 was historic due to the number of birds and poultry operations impacted and the corresponding economic loss to the poultry industry and was the largest animal health emergency in US history. The U.S. Geological Survey (USGS), with the assistance of several state and federal agencies, aided the response to the outbreak by developing a study to determine the extent of virus transport in the environment. The study goals were to: develop the appropriate sampling methods and protocols for measuring avian influenza virus (AIV) in groundwater, provide the first baseline data on AIV and outbreak- and poultry-related contaminant occurrence and movement into groundwater, and document climatological factors that may have affected both survival and transport of AIV to groundwater during the months of the 2015 outbreak. While site selection was expedient, there were often delays in sample response times due to both relationship building between agencies, groups, and producers and logistical time constraints. This study's design and sampling process highlights the unpredictable nature of disease outbreaks and the corresponding difficulty in environmental sampling of such events. The lessons learned, including field protocols and approaches, can be used to improve future research on AIV in the environment. - Highlights: • Historic 2015 avian influenza outbreak resulted in over 50 million birds destroyed. • Study to determine environmental extent of virus transport logistically challenging. • Challenges included communication, relationship building, and safety protocols. • Temperature, precipitation may have favored virus survival, transport to subsurface.
Innovative mathematical modeling in environmental remediation
There are two different ways to model reactive transport: ad hoc and innovative reaction-based approaches. The former, such as the Kd simplification of adsorption, has been widely employed by practitioners, while the latter has been mainly used in scientific communities for elucidating mechanisms of biogeochemical transport processes. It is believed that innovative mechanistic-based models could serve as protocols for environmental remediation as well. This paper reviews the development of a mechanistically coupled fluid flow, thermal transport, hydrologic transport, and reactive biogeochemical model and example-applications to environmental remediation problems. Theoretical bases are sufficiently described. Four example problems previously carried out are used to demonstrate how numerical experimentation can be used to evaluate the feasibility of different remediation approaches. The first one involved the application of a 56-species uranium tailing problem to the Melton Branch Subwatershed at Oak Ridge National Laboratory (ORNL) using the parallel version of the model. Simulations were made to demonstrate the potential mobilization of uranium and other chelating agents in the proposed waste disposal site. The second problem simulated laboratory-scale system to investigate the role of natural attenuation in potential off-site migration of uranium from uranium mill tailings after restoration. It showed inadequacy of using a single Kd even for a homogeneous medium. The third example simulated laboratory experiments involving extremely high concentrations of uranium, technetium, aluminum, nitrate, and toxic metals (e.g.,Ni, Cr, Co).The fourth example modeled microbially-mediated immobilization of uranium in an unconfined aquifer using acetate amendment in a field-scale experiment. The purposes of these modeling studies were to simulate various mechanisms of mobilization and immobilization of radioactive wastes and to illustrate how to apply reactive transport models for environmental remediation.The second problem simulated laboratory-scale system to investigate the role of natural attenuation in potential off-site migration of uranium from uranium mill tailings after restoration. It showed inadequacy of using a single Kd even for a homogeneous medium.
Integration of the White Sands Complex into a Wide Area Network
The NASA White Sands Complex (WSC) satellite communications facility consists of two main ground stations, an auxiliary ground station, a technical support facility, and a power plant building located on White Sands Missile Range. When constructed, terrestrial communication access to these facilities was limited to copper telephone circuits. There was no local or wide area communications network capability. This project incorporated a baseband local area network (LAN) topology at WSC and connected it to NASA's wide area network using the Program Support Communications Network-Internet (PSCN-I). A campus-style LAN is configured in conformance with the International Standards Organization (ISO) Open Systems Interconnect (ISO) model. Ethernet provides the physical and data link layers. Transmission Control Protocol and Internet Protocol (TCP/IP) are used for the network and transport layers. The session, presentation, and application layers employ commercial software packages. Copper-based Ethernet collision domains are constructed in each of the primary facilities and these are interconnected by routers over optical fiber links. The network and each of its collision domains are shown to meet IEEE technical configuration guidelines. The optical fiber links are analyzed for the optical power budget and bandwidth allocation and are found to provide sufficient margin for this application. Personal computers and work stations attached to the LAN communicate with and apply a wide variety of local and remote administrative software tools. The Internet connection provides wide area network (WAN) electronic access to other NASA centers and the world wide web (WWW). The WSC network reduces and simplifies the administrative workload while providing enhanced and advanced inter-communications capabilities among White Sands Complex departments and with other NASA centers.
Emulation Platform for Cyber Analysis of Wireless Communication Network Protocols
Wireless networking and mobile communications is increasing around the world and in all sectors of our lives. With increasing use, the density and complexity of the systems increase with more base stations and advanced protocols to enable higher data throughputs. The security of data transported over wireless networks must also evolve with the advances in technologies enabling more capable wireless networks. However, means for analysis of the effectiveness of security approaches and implementations used on wireless networks are lacking. More specifically a capability to analyze the lower-layer protocols (i.e., Link and Physical layers) is a major challenge. An analysis approach that incorporates protocol implementations without the need for RF emissions is necessary. In this research paper several emulation tools and custom extensions that enable an analysis platform to perform cyber security analysis of lower layer wireless networks is presented. A use case of a published exploit in the 802.11 (i.e., WiFi) protocol family is provided to demonstrate the effectiveness of the described emulation platform.
Location Management in a Transport Layer Mobility Architecture
Mobility architectures that place complexity in end nodes rather than in the network interior have many advantageous properties and are becoming popular research topics. Such architectures typically push mobility support into higher layers of the protocol stack than network layer approaches like Mobile IP. The literature is ripe with proposals to provide mobility services in the transport, session, and application layers. In this paper, we focus on a mobility architecture that makes the most significant changes to the transport layer. A common problem amongst all mobility protocols at various layers is location management, which entails translating some form of static identifier into a mobile node's dynamic location. Location management is required for mobile nodes to be able to provide globally-reachable services on-demand to other hosts. In this paper, we describe the challenges of location management in a transport layer mobility architecture, and discuss the advantages and disadvantages of various solutions proposed in the literature. Our conclusion is that, in principle, secure dynamic DNS is most desirable, although it may have current operational limitations. We note that this topic has room for further exploration, and we present this paper largely as a starting point for comparing possible solutions.
Rational designs to enable 10-min fast charging and long cycle life in lithium-ion batteries
A daunting challenge in the design of lithium ion batteries (LiBs) is enabling 10-min extreme fast charging (XFC) while achieving appreciable charge acceptance and cycle life. This desirable outcome requires both a comprehensive understanding of LiB operation and aging behavior at different length scales and careful optimization. Lithium plating has been a critical bottleneck because, at XFC rates, it consumes cyclable lithium causing distinct aging and safety concerns even in moderate-loading LiBs. Here, we propose combining multiple solutions, including materials-to-electrode design-to-charging protocols, that are intended to overcome limitations in lithium-ion transport in the electrolyte phase, thus enabling 10-min XFC in LiBs. Some implemented strategies include cathode chemistry, optimized carbon binder domain in the cathode, dual layer anode design, improved separator and advanced electrolyte. Further, innovative charging protocols in moderately loading (~3 mAh/cm 2 anode/2.7 mAh/cm 2 cathode) single-layer pouch cells are proposed, together with demonstrated 10-min XFC with higher charge acceptance between 87.3 and 92.1% (or 2–2.1 mAh/cm 2 ) for 600 cycles without lithium plating. This methodical study with well-defined cells shows promise in combining multiple solution strategies to enable 10-min XFC, charting a pathway to achieve XFC in higher-loading energy-optimized LiBs.
(Invited) Fuel Cell Component Durability for Million Mile Fuel Cell Trucks
While significant advances have been made and early commercial fuel cell light-duty vehicles (LDVs) are starting to be produced, fuel cells in the heavy-duty-vehicle (HDV) transportation sector (including trucks, long-haul semitrailers, maritime, trains, etc.) are nascent, despite the fact that advantages of fuel cells compared to both diesel and electric powertrains are very compelling in terms of emissions, charging time, efficiency, power-to-weight ratio, among others. However, the fuel-cell technology for HDVs requires a paradigm shift in fuel-cell research and development compared to LDVs, where the emphasis becomes efficiency and improvements in durability instead of a focus on increased power densities and lower cell costs. Heavy-duty applications require significantly longer vehicle lifetimes (>25,000 hours/1,000,000 miles for heavy-duty trucks), and therefore require improved fuel cell durability compared to light-duty vehicles. In 2020, HFTO formed the Million Mile Fuel Cell Truck Consortium (M2FCT) that includes a core team of five national laboratories to overcome durability and efficiency challenges in PEMFCs for heavy-duty applications with an initial focus on long-haul trucks. While targets and testing protocols have been developed for light-duty vehicles, the same level of targets and testing protocols have not been established for heavy-duty transportation. With operational times of greater than > 25,000 hours required, the need for well-developed accelerated stress tests (ASTs) is amplified. Results from these ASTs demonstrate the need for more durable electrode layers and well-controlled potential variations. Finally, this presentation will provide an overview of the DOE's Fuel Cell R&D approach, highlighting past and current activities, as well as strategies to enable fuel cell competiveness for heavy-duty applications.
Diagnosing and mitigating laser preheat induced mix in MagLIF
A series of Magnetized Liner Inertial Fusion (MagLIF) experiments have been conducted in order to investigate the mix introduced from various target surfaces during the laser preheat stage. The material mixing was measured spectroscopically for a variety of preheat protocols by employing mid-atomic number surface coatings applied to different regions of the MagLIF target. The data show that the material from the top cushion region of the target can be mixed into the fuel during preheat. For some preheat protocols, our experiments show that the laser-entrance-hole (LEH) foil used to contain the fuel can be transported into the fuel a significant fraction of the stagnation length and degrade the target performance. Preheat protocols using pulse shapes of a few-ns duration result in the observable LEH foil mix both with and without phase-plate beam smoothing. In order to reduce this material mixing, a new capability was developed to allow for a low energy (~20 J) laser pre-pulse to be delivered early in time (–20 ns) before the main laser pulse (~1.5 kJ). In experiments, this preheat protocol showed no indications of the LEH foil mix. As a result, the experimental results are broadly in agreement with pre-shot two-dimensional HYDRA simulations that helped motivate the development of the early pre-pulse capability.
Electronic 1/f noise as a probe of dimensional effects on spin-glass dynamics
Over the past decade, spin-glass simulations have improved to the point that they now access time- and length-scales comparable to experiments at the mesoscale. A recent series of thin-film field-cooled/zero-field-cooled magnetization (FC/ZFC) experiments demonstrated activated spin dynamics, with a temperature-independent activation energy proportional to the logarithm of the film thickness and with coefficients in remarkable agreement with the simulation. These measurements require the application of small magnetic fields, which has been shown to affect the spin-glass energy landscape. Measurements of the 1/f noise in metallic spin-glasses have been previously shown to be a sensitive probe of the spin dynamics, and the measurements can be made without applying a magnetic field. In this mini-review, we review these techniques and discuss how transport measurements can fit into the current landscape of spin-glass measurements. We compare previous measurements to more recent measurements on similar films, made with ostensibly different cooling protocols, and compare both the previous and recent measurements to the magnetometry. The transport measurements—taken over a wider range of temperature than magnetometry—suggest that the maximum spin-glass energy barrier height is temperature-dependent, not fixed, possibly due to two-dimensional dynamics. We discuss this possibility, along with future measurements, which may be able to resolve this mystery.
Synthesis, lipid membrane incorporation, and ion permeability testing of carbon nanotube porins
Carbon nanotube porins (CNTPs) are 10- to 20-nm-long segments of lipid-stabilized single-walled carbon nanotubes (CNTs) that can be inserted into phospholipid membranes to form nanometer-scale-diameter pores that approximate the geometry and many key transport characteristics of biological membrane channels. We report on protocols for CNTP synthesis by ultrasound-assisted cutting of long CNTs in the presence of lipid amphiphiles, and for validation of CNTP incorporation into a lipid membrane using a proton permeability assay. Moreover, we describe protocols for measuring conductance of individual CNTPs in planar lipid bilayers and plasma membranes of live cells. The protocol for the preparation and testing of the CNTPs in vesicle systems takes 3 d, and single CNTP conductance measurements take 2–5 h. The CNTPs produced by this cutting protocol remain stable and active for at least 10–12 weeks.
Comprehensive Evaluation for Protective Coatings: Optical, Electrical, Photoelectrochemical, and Spectroscopic Characterizations
Numerous efficient semiconductors suffer from instability in aqueous electrolytes. Strategies utilizing protective coatings have thus been developed to protect these photoabsorbers against corrosion while synergistically improving charge separation and reaction kinetics. Recently, various photoelectrochemical (PEC) protective coatings have been reported with suitable electronic properties to ensure low charge transport loss and reveal the fundamental photoabsorber efficiency. However, protocols for studying the critical figures of merit for protective coatings have yet to be established. For this reason, we propose four criteria for evaluating the performance of a protective coating for PEC water-splitting: stability, conductivity, optical transparency, and energetic matching. We then propose a flow chart that summarizes the recommended testing protocols for quantifying these four performance metrics. In particular, we lay out the stepwise testing protocols to evaluate the energetics matching at a semiconductor/coating/(catalyst)/liquid interface. Finally, we provide an outlook for the future benchmarking needs for coatings.
Design concepts for the Centrifuge Facility Life Sciences Glovebox
The Life Sciences Glovebox will provide the bioisolated environment to support on-orbit operations involving non-human live specimens and samples for human life sceinces experiments. It will be part of the Centrifuge Facility, in which animal and plant specimens are housed in bioisolated Habitat modules and transported to the Glovebox as part of the experiment protocols supported by the crew. At the Glovebox, up to two crew members and two habitat modules must be accommodated to provide flexibility and support optimal operations. This paper will present several innovative design concepts that attempt to satisfy the basic Glovebox requirements. These concepts were evaluated for ergonomics and ease of operations using computer modeling and full-scale mockups. The more promising ideas were presented to scientists and astronauts for their evaluation. Their comments, and the results from other evaluations are presented. Based on the evaluations, the authors recommend designs and features that will help optimize crew performance and facilitate science accommodations, and specify problem areas that require further study.
Impacts of Vehicle (In)Security
Nuclear and radioactive material is routinely transported worldwide every day. Since 2010, the complexity of the transport vehicle to support such activities has grown exponentially. Many core functions of a vehicle are now handled by small embedded computer modules with more being added each year to enhance the owner’s experience and convenience. With a system as complex as today’s automobile, the potential for cyber security issues is certain. Hackers have begun exploring this new domain with public information increasingly disseminated. Because vehicles are allowed into and around secure nuclear facilities, the potential for using a vehicle as a new cyber entry point or vector into the facility is now plausible and must be mitigated. In addition, compromising such a vehicle could aide in illicit removal of nuclear material, putting sensitive cargo at risk. Because cyber attacks can now be introduced using vehicles, cyber security, needs to be integrated into an organization’s design basis threat document. Essentially, a vehicle now extends the perimeter for which security professionals are responsible.Electronic Control Units (ECU) responsible for handling all core and ancillary vehicle functions are interconnected using the controller area network (CAN) bus. A typical CAN network in a modern automobile contains 50 or more ECUs. The CAN protocol now supports a wide variety of areas, including automotive, road transportation, rail transportation, industrial automation, power generation, maritime, military vehicles, aviation, and medical devices. In many ways, the nuclear industry is employing the CAN bus protocol or other similar broadcast serial networks. This paper will provide an overview of the current state of automobile and CAN Bus security, as well as an overview of what has been publicly disclosed by many research organizations. It will then present several hypotheses of how vehicle security issues may impact nuclear activities. An initial discussion of how a vehicle can be used as a new threat vector to penetrate secure facilities will be presented. This includes how a modern automobile can be used as the exploitation mechanism for nearby devices such as laptops, cell phones, and wireless access points. Additional discussion will highlight how vehicle security might impact transportation of nuclear material through remote exploitation of a moving vehicle. The final discussion will include what possible implications might be relative to the physical protection systems at nuclear facilities. The audience will also be given details regarding the complexity of attack, thus implying the likelihood of successful exploitation, and information on how such attacks may be mitigated. Emerging security products for automobiles will be discussed and other mitigation methods will be detailed (e.g. disabling vehicle cellular modems). As a result, the audience will have a greater understanding of how to add vehicle security as a part of a comprehensive nuclear security policy.Finally, this paper will highlight the similarities between CAN Bus and other broadcast serial bus networks such as Profibus or DeviceNet, helping educate the reader on how susceptible this type of networking is to nefarious attacks and how it might affect components connected to many different nuclear systems, including control systems, safety systems, emergency systems, and support systems.
The Utilization Profiles of the CCSDS Unified Space Link Protocol (USLP)
The purpose of this paper is to identify the utilization profiles for interfacing the Data Protocol Sublayer using the Unified Space Link Protocols (USLP) (reference 1) with the space link coding procedures as specified in the CCSDS Coding & Synchronization Blue Books (references 2 through 5), used in both telecommand and telemetry applications. This paper describes how the USLP Protocol utilizes the coding and synchronization sublayer to support: a. Direct to Earth (DTE) telemetry links for engineering and science data b. Direct to Earth (DTE) telemetry links for very high rate science data c. Direct from Earth (DFE) command, sequencing and flight software loads d. Space to Space Links (Proximity) utilized by orbiters for data exchange to/from surface bound assets. The CCSDS has divided the functions of the Data Link Layer into two sublayers: the Data Link Protocol Sublayer (DLP-SL) and the Coding and Synchronization Sublayer (CS-SL). The Data Link Protocol Sublayer (DLP-SL) interfaces to the users, accepting the data that is to be transported, on the sending side of the link, and delivering that data on the receiving end. The Transfer Frame is the data unit that is transferred across the Data Link Protocol Sublayer and the Coding and Synchronization Sublayer boundary. The Coding and Synchronization Sublayer (CS-SL) provides the encoding, randomization, and frame synchronization functions that prepares the USLP Transfer Frame for transport across the space link. The CS-SL is divided into 2 processes: 1) The Frame Interface Processes (FIP) performs the interface functions required to prepare the data for delivery to the Coding/Decoding Process (CDP). This process includes prepending a Frame Start Marker to the provided frame, when management has designated that the frame is not to be aligned to the codeblock or when there is no block code used. 2) The Coding/Decoding Process (CDP) performs the forward error correction processes that are used to optimize the performance of the link and minimize the error rate. The CDP creates the symbol stream that is delivered to the Physical Layer. The transfer of the USLP transfer frames across different types of space links is the focus of this paper. The Protocol Data Unit (PDU) that is passed in both directions between the Data Link Protocol Sublayer (DLP-SL) and Coding and Synchronization Sublayer (CS-SL) is the transfer frame. The USLP frame structure provides flexibility that can be constrained by the functions utilized within the CS-SL that prepare the transfer frame for transit. For example, the USLP transfer frame contains a length field that enables the frame to be of variable length but CS-SL under certain conditions may constrain the frame to be fixed in length. This paper describes 5 operational modes available for use by the Data Link Layer to provide data exchange across the USLP space link. These modes are different because different operational requirements apply to vastly different types of space links and thus the communications implementation requirements differ. The environmental issues include the power or energy available, the distance between the end points of the link, the complexity of the equipment available at those end points, the atmospheric conditions and radiometric frequency selection. The CS-SL utilizes different forward error correcting codes supported by specific operational modes to configure the data for transit. This paper describes all of the operational modes in a series of data models which decompose the functionality between the Data Link Protocol Sublayer and the Coding and Synchronization sublayer. The operational modes described are: 1. Uncoded Mode: has been used for short links that contain significant available power to provide an acceptable frame error rate. The frames in this mode can be variable in length and typically use an error detection algorithm (i.e., CRC) to determine if there are errors in the received frame. 2. Convolutional Only Mode: is currently the prime forward error correction coding used for the proximity links. The frames in this mode can be variable in length and typically use an error detection algorithm (i.e., CRC) to determine if there are errors in the received frame. 3. Variable Length Frame Aligned to Variable Length Codeblock (TC): is used for Direct from Earth links were power levels are high and the simple, least complex code i.e., the BCH code is used. This mode has been in use since the early 1970s. The BCH code is a short code and the decoder is easy to implement. 4. Fixed Length Frame Aligned to Fixed Length Codeblock (AOS/TM): was introduced when the concatenated Convolutional and Reed-Solomon Code was formulated to provide significant reduction in link data error rate and the ability to determine if there was an error in the decoded codeblock. The frame is aligned to the codeblock so that there is a one to one relationship of frame errors to codeblock errors without additional error detection coding being added. This mode requires the protocol frames to be the exact size of the message portion of the codeblock. 5. Frames Unaligned to Fixed Length Codeblocks (Currently used for very high rates and space to space links): This mode is currently used for missions that have a very high data rate that can be controlled adaptively as the environment changes and as the next generation operating mode for the proximity link. This mode from a coded data stream point of view is exactly like that described in 4. above, except that the frame need not be aligned to the codeblock. There is no requirement on frame length when using this mode. Thus when using USLP it can be used to support links that require short or long frames. There is also no mandatory requirement that frames cannot be separated by idle data reducing the tight data rate connection requirements between the data link protocol sublayer and the coding & synchronization sublayer. In conclusion, how these operational modes can be put to use in mission operational scenarios is described for Direct from Earth links (DFE), Direct to Earth links (DTE), and Proximity links.
Ion diffusion coefficients in poly(3-alkylthiophenes) for energy conversion and biosensing: role of side-chain length and microstructure
Conductive polymers are promising materials as active elements for energy storage and conversion devices due to mixed ion–electron conduction. The ion diffusion coefficient is a relative measure of the efficacy of ion transport, allowing for comparison between materials and electrochemical conditions. In this work, diffusion coefficients of hexafluorophosphate (PF6–) counterions in poly(3-alkylthiophene) (P3AT) materials are measured as a function of both side-chain length and microstructure using electrochemical impedance spectroscopy (EIS). For semi-crystalline films, the diffusion coefficient is found to be anomalous and nearly independent of applied electrochemical potential. Here, the anomalous behavior of diffusion indicates that spin casting yields compact films with an enthalpic barrier to ion transport, attributed to ionic trapping. Diffusion coefficient values ~10 –11 cm 2 s –1 were measured for all films, indicating interchain spacing, in the absence of strong intermolecular interactions with the electrolyte, is not a viable design strategy to control ion transport. For the prototypical system of poly(3-hexylthiophene), we observe almost no potential dependence in ion transport for regioregular and regiorandom films of comparable molecular weight, with both exhibiting anomalous diffusion. Alternatively, changing the microstructure of poly(3-hexylthiophene) to a mostly amorphous, ion-imprinted structure yields ~500× increase in the diffusion coefficient to ~2 × 10 –8 cm 2 s –1 at 0.8 V vs. Ag/Ag + with behavior closer to ordinary diffusion. Collectively, these results indicate new insight into ion transport in conductive polymers, where ionic trapping effects can be mitigated through electrodeposition protocols over post-synthesis processing (i.e. spin coating).
Purification and Improved Nuclear Radiation Detection of Tl 6 SI 4 Semiconductor
The wide-band-gap semiconductor Tl 6 SI 4 (2.14 eV) has high photon stopping power and is a promising material for detecting X-rays. To improve its photoresponse to low-flux γ-rays, material purification prior to crystal growth is crucial. In this contribution, we report effective purification protocols, impurity analysis, followed by synthesis and crystal growth, charge transport, and detector performance of large-sized Tl 6 SI 4 crystals. Purification methods of evaporation and zone refining were developed, and their high effectiveness was confirmed by impurity analysis via glow discharge mass spectrometry. Centimeter-sized single crystals were grown using the Bridgman method. The improved properties after material purification were confirmed by photoluminescence measurements. The energy of the valence band maximum of a Tl 6 SI 4 , measured with photoemission spectroscopy in air (PESA), is ~5.34 ± 0.05 eV. Detector devices fabricated from the single crystal exhibit a high resistivity of 5 × 10 12 Ω·cm. The detector shows potential photoresponse under 22.4 keV Ag Kα X-rays and 122 keV γ-rays from 57 Co. Spectroscopic energy resolution was achieved for 5.5 MeV α-particles from a 241 Am radiation source with a full width at half-maximum of 27% at an electric field intensity of 2500 V·cm -1 . On the foundation of its spectral response to 57 Co γ-rays, the electron mobility-lifetime product μeτe was estimated as 1.4 × 10 -5 cm 2 ·V -1 . Drift mobility measurements via a time-of-flight technique using spectral photoresponse induced by α-particles reveal a high electron mobility of 35 ± 7 cm 2 ·V -1 ·s -1 .