Search NASA⌕ Search

SEARCH · Search NASA

Results for “friction coefficient”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 271 records · Page 15
All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

Analysis of effect of internal and operating variables on performance of SVDS constraint model (ABIND)

An examination of the factors which modify the simulation of a constraint in the motion of the aft attach points of the orbiter and external tank during separation has been made. The factors considered were both internal (spring and damper constants) and external (friction coefficient and dynamic pressure). The results show that an acceptable choice of spring/damper constant combinations exist over the expected range of the external factors and that the choice is consistent with a practical integration interval. The constraint model is shown to produce about a 10 percent increase in the relative body pitch angles over the unconstrained case whereas the MDC-STL constraint model is shown to produce about a 38 percent increase.

Pendergrass, J. R.↗
NASA NTRS1976

Turbulent boundary layers over nonstationary plane boundaries

Methods of predicting integral parameters and skin-friction coefficients of turbulent boundary layers developing over moving-ground-planes are evaluated using test information from three different wind tunnel facilities at the NASA Langley Research Center. These data include test information from the VSTOL tunnel which is presented for the first time. The three methods evaluated were: (1) relative integral parameter method, (2) relative power law method, and (3) modified law of the wall method. Methods (1) and (2) can be used to predict moving-ground-plane shape factors with an expected accuracy of + or - 10%. They may also be used to predict moving-ground-plane displacement and momentum thicknesses with lower expected accuracy. This decrease in accuracy can be traced to the failure of approximations upon which these methods are based to prove universal when compared with VSTOL tunnel test results.

Roper, A. T.↗
NASA NTRS1976

Wall-wake velocity profile for compressible nonadiabatic flows

The paper suggests a new form of the wall-wake profile which is applicable to flows with heat transfer, and for which the velocity gradient at the boundary-layer edge is zero. The modified profile - which takes into account the effect of turbulent Prandtl number - is found to provide a good representation of experimental data for a wide range of Mach numbers and heat transfer. The skin friction coefficient values determined by a least squares fit of the profile to the data are in good agreement with values measured by the floating element technique. The values of boundary-layer thickness determined by the fit correspond more closely to the outer edge of the viscous flow region than those obtained with earlier versions of the wall-wake profile.

Sun, C.-C.↗
NASA NTRS1976

Rapid interface flaw extension with friction

An idealized two-dimensional example of rapid interface flow extension is described. Initially undisturbed dissimilar isotropic, homogeneous, linearly elastic half-spaces are perfectly bonded along the interface y=0. Quantities associated with the half-space or = to 0 are denoted by the prime superscript or the subscripts 3 or 4 while those in y or = to 0 carry the subscripts 1 or 2. At time t=0 adjacent material points at x=0, y= + or - 0 are forced apart horizontally with a constant relative velocity delta v. This results in a zone of bond failure which extends symmetrically along the interface at a constant rate c. The newly created flaw surfaces are in sliding contact resisted by Coulomb friction. The friction coefficient is gamma.

Brock, L. M.↗
NASA NTRS1976

Fabrication and test of experimental automotive friction materials

Three classes of experimental ingredients having good high temperature stability were substituted, singly and in combination, for corresponding ingredients in a standard friction material. The effects of substitution were evaluated by physical and chemical analysis, and principally by determination of friction and wear properties as a function of temperature on a sample drag dynamometer. The major finding was the demonstration of the potential of potassium titanate fiber for the improvement of a friction material of the secondary lining type. For example, the maintenance of a mean friction coefficient of 0.35 between 232 and 343 C (450 and 650 F) was achieved in the presence of the titanate fiber, as opposed to a value of 0.30 in its absence. Wear improvement of the order of 30 to 40% also becomes possible by proper adjustment of resin content and potassium titanate fiber-to-asbestos ratio.

Halberstadt, M. L.↗
NASA NTRS1977

X-ray photoelectron spectroscopic study of surface chemistry of dibenzyl-disulfide on steel under mild and severe wear conditions

Wear tests were performed on 304 stainless steel lubricated with pure mineral oil with and without dibenzyl-disulfide. Both mild and severe wear were observed. The type of wear was distinguished by a marked change in wear rate, friction coefficient, and wear scar appearance. The chemical composition of the wear scar surface was examined with X-ray photoelectron spectroscopy in conjunction with argon ion sputter etching. In severe wear scars, a sulfide was formed at the expense of the normal oxide layer. In mild wear scars, there were only superficial sulfur compounds, but there was a substantial increase in the oxide thickness.

Wheeler, D. R.↗
NASA NTRS1977

Representation of turbulent shear stress by a product of mean velocity differences

A quadratic form in the mean velocity for the turbulent shear stress is presented. It is expressed as the product of two velocity differences whose roots are the maximum velocity in the flow and a cutoff velocity below which the turbulent shear stress vanishes. Application to pipe and channel flows yields the centerline velocity as a function of pressure gradient, as well as the velocity profile. The flat plate, boundary-layer problem is solved by a system of integral equations to obtain friction coefficient, displacement thickness, and momentum-loss thickness. Comparisons are made with experiment.

Braun, W. H.↗
NASA NTRS1978

Turbulent boundary layers over nonstationary plane boundaries

Methods of predicting integral parameters and skin friction coefficients of turbulent boundary layers developing over moving ground planes were evaluated. The three methods evaluated were: relative integral parameter method; relative power law method; and modified law of the wall method.

Roper, A. T.↗
NASA NTRS1978

A critical evaluation of the predictions of the NASA-Lockheed multielement airfoil computer program

Theoretical predictions of several versions of the multielement airfoil computer program are evaluated. The computed results are compared with experimental high lift data of general aviation airfoils with a single trailing edge flap, and of airfoils with a leading edge flap and double slotted trailing edge flaps. Theoretical and experimental data include lift, pitching moment, profile drag and surface pressure distributions, boundary layer integral parameters, skin friction coefficients, and velocity profiles.

Brune, G. W.↗
NASA NTRS1978

Coatings for wear and lubrication

Recent advances in the tribological uses of rf-sputtered and ion plated films of solid film lubricants (laminar solids, soft metals, organic polymers) and wear resistant refractory compounds (carbides, nitrides, silicides) are reviewed. The sputtering and ion plating potentials and the corresponding coatings formed were evaluated relative to the friction coefficient, wear endurance life and mechanical properties. The tribological and mechanical properties for each kind of film are discussed in terms of film adherence, coherence, density, grain size, morphology, internal stresses, thickness, and substrate conditions such as temperature, topography, chemistry and dc-biasing. The ion plated metallic films in addition to improved tribological properties also have better mechanical properties such as tensile strength and fatigue life.

Spalvins, T.↗
NASA NTRS1978

Friction and wear of selected metals and alloys in sliding contact with AISI 440 C stainless steel in liquid methane and in liquid natural gas

Aluminum, titanium, beryllium, nickel, iron, copper, and several copper alloys were run in sliding contact with AISI 440C in liquid methane and natural gas. All of the metals run except copper and the copper alloys of tin and tin-lead showed severely galled wear scars. Friction coefficients varied from 0.2 to 1.0, the lowest being for copper, copper-17 wt. % tin, and copper-8 wt. % tin-22 wt. % lead. The wear rate for copper was two orders of magnitude lower than that of the other metals run. An additional order of magnitude of wear reduction was achieved by the addition of tin and/or lead to copper.

Wisander, D. W.↗
NASA NTRS1978

Some load limits and self-lubricating properties of plain spherical bearings with molded graphite fiber reinforced polyimide liners to 320 C

Plain spherical bearings with molded liners of self-lubricating graphite fiber-polyimide composite were developed and their dynamic load capacities were determined. Liners were prepared by transfer molding a prepolymer resin-fiber mix into the space between the ball and outer race, the completing polymerization under heat and pressure. Bearing dynamic load capacities were in excess of 140 MPa (20,000 psi) from room temperature to 260 C and about 70 MPa (10,000 psi) at 320 C. Friction coefficients were about 0.20 at room temperatures and light loads and tended to decrease with increasing temperatures and loads to about 0.15. Thermal expansion of the liner at uniform bearing temperatures of 200 C or higher produced a bearing preload which could be alleviated by providing an initial internal diametral clearance of 0.05 to 0.10 mm.

Sliney, H. E.↗
NASA NTRS1978

Boundary layer, skin friction, and boattail pressure measurements from the YF-12 airplane at Mach numbers up to 3

In-flight measurements of boundary layer and skin friction data were made on YF-12 airplanes for Mach numbers between 2.0 and 3.0. Boattail pressures were also obtained for Mach numbers between 0.7 and 3.0 with Reynolds numbers up to four hundred million. Boundary layer data measured along the lower fuselage centerline indicate local displacement and momentum thicknesses can be much larger than predicted. Skin friction coefficients measured at two of five lower fuselage stations were significantly less than predicted by flat plate theory. The presence of large differences between measured boattail pressure drag and values calculated by a potential flow solution indicates the presence of vortex effects on the upper boattail surface. At both subsonic and supersonic speeds, pressure drag on the longer of two boattail configurations was equal to or less than the pressure drag on the shorter configuration. At subsonic and transonic speeds, the difference in the drag coefficient was on the order of 0.0008 to 0.0010. In the supersonic cruise range, the difference in the drag coefficient was on the order of 0.002. Boattail drag coefficients are based on wing reference area.

Fisher, D. F.↗
NASA NTRS1979

Wear of aluminum and hypoeutectic aluminum-silicon alloys in boundary-lubricated pin-on disk sliding

The friction and wear of pure aluminum and a number of hypoeutectic aluminum-silicon alloys (with 3 to 12 wt %Si) were studied with a pin-on-disk apparatus. The contacts were lubricated with mineral oil and sliding was in the boundary-lubrication regime at 2.6 cm/sec. Surfaces were analyzed with photomicrographs, scanning electron microscopy, X-ray dispersive analysis, and diamond pyramid hardness measurements. There were two wear regimes for the alloys - high and low - whereas pure aluminum exhibited a high wear rate throughout the test period. Wear rate decreased and the transition stress from high to low wear increased with increasing hardness. There was no correlation between friction coefficient and hardness. A least squares curve fit indicated a wear-rate dependence greater than the inverse first power of hardness. The lower wear rates of the alloys may be due to the composites of silicon platelets in aluminum resulting in increased hardness and thus impairing the shear of the aluminum.

Ferrante, J.↗
NASA NTRS1979

Friction and wear characteristics of wire-brush skids

The testing technique consisted of towing the skids with a ground test vehicle over asphalt and concrete surfaces at ground speeds up to 80 km/hr (50 mph) and bearing pressures up to 689 kPa (100 psi) over sliding distances up to 1585 m (5200 ft). Results indicate that the friction coefficient developed by wire brush skids is essentially independent of ground speed, is slightly increased with increasing bearing pressure, is noticeably affected by surface texture, and is not degraded by surface wetness. Skid wear is shown to increase with increasing bearing pressure and with increasing ground speed and is dependent on the nature of the surface. Runway surface damage caused by the skids was in the form of an abrasive scrubbing action rather than physical damage.

Dreher, R. C.↗
NASA NTRS1979

Plasma-sprayed coatings for lubrication of a titanium alloy in air at 430 deg C

Plasma sprayed coatings of pure silver and of composite materials containing silver were investigated as possible self lubricating coatings for titanium alloys in air at 430 C. Pure silver provided low friction but was prone to severe plastic deformation and excessive transfer except in coating thicknesses of 0.02 mm or less. Additions of nichrome, calcium fluoride, and glass to silver were all beneficial in reducing plastic deformation and otherwise improving the coatings. The longest coating wear life, low wear of Ti alloy pins in sliding contact with the coatings, and a steady friction coefficient of 0.19 were obtained with a four component coating of 0.17 mm thickness. The coating composition, in weight percent is 30 nichrome-30 Ag-25 CaF2-15 glass.

Sliney, H. E.↗
NASA NTRS1978

Diurnal variations of the Martian surface layer meteorological parameters during the first 45 sols at two Viking Lander sites

Wind speed, ambient and surface temperatures from both Viking Landers have been used to compute bulk Richardson numbers and Monin-Obukhov lengths during the earliest phase of the Mars missions. These parameters are used to estimate drag and heat transfer coefficients, friction velocities and surface heat fluxes at the two sites. The principal uncertainty is in the specification of the roughness length. Maximum heat fluxes occur near local noon at both sites, and are estimated to be in the range 15-20 W/sq m at the Viking 1 site and 10-15 W/sq m at the Viking 2 site. Maximum values of friction velocity occur in late morning at Viking 1 and are estimated to be 0.4-0.6 m/s. They occur shortly after dawn at the Viking 2 site where peak values are estimated to be in the range 0.25-0.35 m/s. Extension of these calculations to later times during the mission will require allowance for dust opacity effects in the estimation of surface temperature and in the correction of radiation errors of the Viking 2 temperature sensor.

Sutton, J. L.↗
NASA NTRS1978

Continuous extrusion of coal

A feeding method for use with bituminous coals that exhibit plasticity at elevated temperatures is described and demonstrated on a small screw extruder previously used to extrude polyethylene. A metered feed of coal heated to a temperature just below that of incipient caking (approximately 450 C) is used. Modifications to the extruder consisting of ceramic band heaters, auxiliary cooling coils on the thrust bearing and special quick opening dies are detailed. Coals successfully extruded include high volatile A bituminous coals, high volatile B bituminous coals, a high volatile C bituminous coal and a coal with high ash content. The computer program, EXTRUD, used to simulate the extruder is described. Predicted power consumption exhibits 30% scatter, which is explained by the sensitivity of the coal friction coefficient to temperature profiles. Detailed analysis reveals some discrepancies in the program that need to be resolved.

England, C.↗