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Results for “friction modifiers”

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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Friction losses in a lubricated thrust-loaded cageless angular-contract bearing

The NASA spinning torque apparatus was modified to measure the spinning torque on a cageless ball thrust bearing. Friction torque was measured for thrust loads varying from 44.5 to 403 newtons (10 to 90 lb) at speeds of 1000, 2000, and 3000 rpm. Tests were conducted with di-2-ethylhexyl sebacate and a synthetic paraffinic oil. These tests were run with either oil jet lubrication or with a thin surface film of lubricant only. An analytical model which included rolling resistance was developed and extended from previous models for spinning torque and lubricant rheology. The model was extended by the inclusion of rolling resistance. The computed values were in fair agreement with the experimental results and confirmed previous hypotheses that a thin lubricant film gives minimum bearing torque and an oil jet flow of a viscous lubricant will result in considerable rolling torque in addition to the torque due to ball spin.

Townsend, D. P.↗
NASA NTRS1959

Effects of Mach Number and Wall-Temperature Ratio on Turbulent Heat Transfer at Mach Numbers from 3 to 5

Heat-transfer data were evaluated from temperature time histories measured on a cooled cylindrical model with a cone-shaped nose and with turbulent flow at Mach numbers 3.00, 3.44, 4.08, 4.56, and 5.04. The experimental data were compared with calculated values using a modified Reynold's analogy between skin-friction and heat-transfer. Theoretical skin- friction coefficients were calculated using the method of Van Driest the method of Sommer and Short. The heat-transfer data obtained from the model were found to correlate when the 'T' method of Sommer and Short was used. The increase in turbulent heat-transfer rate with a reduction in wall to freestream temperature ratio was of the same order of magnitude as has been found for the turbulent skin-friction coefficient.

Tendeland, Thorval↗
NASA NTRS1987

Characterization of ion beam modified ceramic wear surfaces using Auger electron spectroscopy

An investigation of the surface chemistry and morphology of the wear surfaces of ceramic material surfaces modified by ion beam mixing has been conducted using Auger electron spectroscopy and secondary electron microscopy. Studies have been conducted on ceramic/ceramic friction and wear couples made up of TiC and NiMo-bonded TiC cermet pins run against Si3N4 and partially stabilized zirconia disc surfaces modified by the ion beam mixing of titanium and nickel, as well as ummodified ceramic/ceramic couples in order to determine the types of surface changes leading to the improved friction and wear behavior of the surface modified ceramics in simulated diesel environments. The results of the surface analyses indicate that the formation of a lubricating oxide layer of titanium and nickel, is responsible for the improvement in ceramic friction and wear behavior. The beneficial effect of this oxide layer depends on several factors, including the adherence of the surface modified layer or subsequently formed oxide layer to the disc substrate, the substrate materials, the conditions of ion beam mixing, and the environmental conditions.

Wei, W.↗
NASA NTRS1981

Steady-state boundary lubrication with formulated C-ethers to 260 C

Steady state wear and friction studies were made at boundary lubrication conditions in a pin on disk (pure iron on rotating CVM M 50 steel) sliding friction apparatus with five C ether formulated fluids (modified polyphenyl ether containing phosphrous ester, organic acid, and other additives). Conditions included 20, 150, and 260 C disk temperatures, dry air test atmosphere, 1 kilogram load, 50 rpm disk speed, and test times to 130 minutes. Results were compared with those obtained with a formulated MIL L 27502 candidate ester and the C ether base fluid. Three of the C ether formulations gave better lubrication than both reference fluids under most conditions. The other two C ether formulations yielded higher wear rates and friction coefficients than the C ether base fluid for most of the temperature range. Only one C ether formulation showed consistently higher steady state wear rates than the ester.

Loomis, W. R.↗
NASA NTRS1976

Effect of geometry modifications on effectiveness of slot injection in hypersonic flow

The study presents wind-tunnel measurements of surface static pressures, equilibrium temperatures, and skin friction downstream of tangential slot injection into a thick turbulent hypersonic boundary layer from two modified slot configurations. The data are compared with results obtained for baseline configurations reported by Cary and Hefner (1970, 1972) to determine whether simple modifications to the slot configuration can produce improved cooling effectiveness and skin friction reduction. The baseline slot configurations are simply modified by thickening the slot lip and by elevating the location of the slot exit above the flat plate. Although the results indicate that simple modifications of the baseline slot configurations can enhance the skin friction reductions obtained with tangential slot injection, slot base drag estimates show that neither of the modifications will lessen the impact of the systems penalties for collecting, ducting, and injecting the slot air.

Hefner, J. N.↗
NASA NTRS1977

Turbulence modeling of shock separated boundary-layer flows

Computations of transonic and hypersonic shock-separated boundary-layer flows using zero-equation (algebraic), one-equation (kinetic energy), and two-equation (kinetic energy plus length scale) turbulence eddy viscosity models are described and compared with measurements. The computations make use of a new Navier-Stokes computer algorithm that has reduced computing times by one to two orders of magnitude. The algorithm, and how the turbulence models are incorporated into it, are described. Results for the transonic flow show that the unmodified one-equation model is superior to the zero-equation model in skin-friction predictions. For the hypersonic flow, a highly modified one-equation model that accurately predicts surface pressure and heat transfer is described. Preliminary two-equation model results are also presented.

Coakley, T. J.↗
NASA NTRS2012

Detached-Eddy Simulation Based on the V2-F Model

Detached-eddy simulation (DES) based on the v(sup 2)-f Reynolds-averaged Navier-Stokes (RANS) model is developed and tested. The v(sup 2)-f model incorporates the anisotropy of near-wall turbulence which is absent in other RANS models commonly used in the DES community. The v(sup 2)-f RANS model is modified in order the proposed v(sup 2)-f-based DES formulation reduces to a transport equation for the subgrid-scale kinetic energy isotropic turbulence. First, three coefficients in the elliptic relaxation equation are modified, which is tested in channel flows with friction Reynolds number up to 2000. Then, the proposed v(sup 2)-f DES model formulation is derived. The constant, C(sub DES), required in the DES formulation was calibrated by simulating both decaying and statistically-steady isotropic turbulence. After C(sub DES) was calibrated, the v(sub 2)-f DES formulation is tested for flow around a circular cylinder at a Reynolds number of 3900, in which case turbulence develops after separation. Simulations indicate that this model represents the turbulent wake nearly as accurately as the dynamic Smagorinsky model. Spalart-Allmaras-based DES is also included in the cylinder flow simulation for comparison.

Jee, Sol Keun↗
NASA NTRS1976

Effect of design factors on surface temperature and wear in disk brakes

The temperatures, friction, wear and contact conditions that occur in high energy disk brakes are studied. Surface and near surface temperatures were monitored at various locations in a caliper disk brake during drag type testing, with friction coefficient and wear rates also being determined. The recorded transient temperature distributions in the friction pads and infrared photographs of the rotor disk surface both showed that contact at the friction surface was not uniform, with contact areas constantly shifting due to nonuniform thermal expansion and wear. The effect of external cooling and of design modifications on friction, wear and temperatures was also investigated. It was found that significant decreases in surface temperature and in wear rate can be achieved without a reduction in friction either by slotting the contacting face of the brake pad or by modifying the design of the pad support to improve pad compliance. Both design changes result in more uniform contact conditions on the friction surface.

Santini, J. J.↗
NASA NTRS1972

Boundary layer loss sensitivity study using a modified ICRPG turbulent boundary layer computer program

Modifications of the turbulent boundary layer (TBL) computer program refer to a more accurate representation of boundary layer edge conditions, internal calculation of the Prandtl number, a changed friction coefficient relationship, and computation of the performance degradation. Important input parameters of the modified TBL program such as wall temperature distribution, Prandtl number, Stanton number, and velocity profile exponent were changed and the individual effects on significant boundary layer parameters, heat transfer, and performance degradation are described.

Omori, S.↗
NASA NTRS1973

New generalized rheological model for lubrication of a ball spinning in a nonconforming groove

The elastohydrodynamic theory for predicting the spinning friction of a ball in a nonconforming groove was modified to incorporate a rheological model. The rheological model is based on the exponential pressure viscosity relation for low shear stresses, but at high shear rates and pressures, the relation is altered to one in which the shear stress is porportional to the normal stress. The model was fitted to experimental spinning torques for four different lubricants: a synthetic paraffinic lubricant, di-2-ethylhexyl sebacate, a super-refined naphthenic mineral oil, and a polyphenyl ether (5P4E). Good agreement between the model and experiment was found.

Allen, C. W.↗
NASA NTRS1997

Altimeter Estimation of Sea Surface Wind Stress for Light to Moderate Winds

Aircraft altimeter and in situ measurements are used to examine relationships between altimeter backscatter and the magnitude of near-surface wind and friction velocities. Comparison of altimeter radar cross section with wind speed is made through the modified Chelton-Wentz algorithm. Improved agreement is found after correcting 10-m winds for both surface current and atmospheric stability. An altimeter friction velocity algorithm is derived based on the wind speed model and an open-ocean drag coefficient. Close agreement between altimeter- and in situ-derived friction velocities is found. For this dataset, quality of the altimeter inversion to surface friction velocity is comparable to that for adjusted winds and clearly better than the inversion to true 10-m wind speed.

Vandemark, Douglas↗
NASA NTRSDate not supplied

Gimbal Bearing Friction in the SLS Core Stage Thrust Vector Control System

The Space Launch System (SLS) Core Stage Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators that vector the four Shuttle heritage RS-25 engines about a Shuttle heritage gimbal block/bearing. The MSFC Controls community has long regarded gimbal friction to be a negligible effect on the overall control of gimbaled RS-25 engines. This is corroborated by Space Shuttle test and flight data that does not appear to show degraded effects, nor limit cycling at the end of the shuttle flight. For this reason, friction was not expected to be a driving factor of performance and control of the reused RS-25 engines aboard the SLS. However, after test data showed a large shift in frequency behavior and a highly damped step-response in the time series, there was further investigation into what could have caused this behavior. Heritage friction models used in previous gimbal and ball bearings were evaluated such as Coulomb, Dahl and LuGre, but the single degree of freedom friction models alone were not enough to explain the behavior and shifts seen in the test data. This paper presents the additional findings and modeling efforts regarding friction on the RS-25 engines. Using the Two Actuator Operational Simulation (TAOS), the difference from modeling separate friction degrees of freedom to coupled degrees of freedom was investigated to deduce the effects of one axis’s movement on the other. Next, due to the vibration environment, a modified LuGre model has been proposed that adds an additional term to decrease the friction coefficient at low engine velocity amplitudes. Lastly, the addition of the stiffness in each half of the gimbal bearing has increased modeling fidelity by also adding the effect on the gimbal bearing bending in compliance to both the friction torque on the surface of the gimbal bearing and the actuator force that is forcing the engine in a specified direction. Through these effects, the time and frequency domain behavior seen in test can be characterized accurately.

Friction↗
NASA NTRSDate not supplied

Gimbal Bearing Friction in the SLS Core Stage Thrust Vector Control System

The Space Launch System (SLS) Core Stage Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators that vector the four Shuttle heritage RS-25 engines about a Shuttle heritage gimbal block/bearing. The MSFC Controls community has long regarded gimbal friction to be a negligible effect on the overall control of gimbaled RS-25 engines. This is corroborated by Space Shuttle test and flight data that does not appear to show degraded effects, nor limit cycling at the end of the shuttle flight. For this reason, friction was not expected to be a driving factor of performance and control of the reused RS-25 engines aboard the SLS. However, after test data showed a large shift in frequency behavior and a highly damped step-response in the time series, there was further investigation into what could have caused this behavior. Heritage friction models used in previous gimbal and ball bearings were evaluated such as Coulomb, Dahl and LuGre, but the single degree of freedom friction models alone were not enough to explain the behavior and shifts seen in the test data. This paper presents the additional findings and modeling efforts regarding friction on the RS-25 engines. Using the Two Actuator Operational Simulation (TAOS), the difference from modeling separate friction degrees of freedom to coupled degrees of freedom was investigated to deduce the effects of one axis’s movement on the other. Next, due to the vibration environment, a modified LuGre model has been proposed that adds an additional term to decrease the friction coefficient at low engine velocity amplitudes. Lastly, the addition of the stiffness in each half of the gimbal bearing has increased modeling fidelity by also adding the effect on the gimbal bearing bending in compliance to both the friction torque on the surface of the gimbal bearing and the actuator force that is forcing the engine in a specified direction. Through these effects, the time and frequency domain behavior seen in test can be characterized accurately.

Friction↗