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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.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Modeling and data analysis of the NASA-WSTF frictional heating apparatus - Effects of test parameters on friction coefficient

A theoretical model is being developed jointly by the NASA White Sands Test Facility (WSTF) and the University of California at Santa Barbara (UCSB) to analyze data generated from the WSTF frictional heating test facility. Analyses of the data generated in the first seconds of the frictional heating test are shown to be effective in determining the friction coefficient between the rubbing interfaces. Different friction coefficients for carobn steel and Monel K-500 are observed. The initial condition of the surface is shown to affect only the initial value of the friction coefficient but to have no significant influence on the average steady-state friction coefficient. Rotational speed and the formation of oxide film on the rotating surfaces are shown to have a significant effect on the friction coefficient.

Zhu, Sheng-Hu↗
NASA NTRS1959

Measurements of Heat-Transfer and Friction Coefficients for Helium Flowing in a Tube at Surface Temperatures up to 5900 Deg R

Measurements of average heat transfer and friction coefficients and local heat transfer coefficients were made with helium flowing through electrically heated smooth tubes with length-diameter ratios of 60 and 92 for the following range of conditions: Average surface temperature from 1457 to 4533 R, Reynolds numbe r from 3230 to 60,000, heat flux up to 583,200 Btu per hr per ft2 of heat transfer area, and exit Mach numbe r up to 1.0. The results indicate that, in the turbulent range of Reynolds number, good correlation of the local heat transfer coefficients is obtained when the physical properties and density of helium are evaluated at the surface temperature. The average heat transfer coefficients are best correlated on the basis that the coefficient varies with [1 + (L/D))(sup -0,7)] and that the physical properties and density are evaluated at the surface temperature. The average friction coefficients for the tests with no heat addition are in complete agreement with the Karman-Nikuradse line. The average friction coefficients for heat addition are in poor agreement with the accepted line.

Taylor, Maynard F.↗
NASA NTRS1959

Tire-to-Surface Friction-Coefficient Measurements with a C-123B Airplane on Various Runway Surfaces

An investigation was conducted to obtain information on the tire-to-surface friction coefficients available in aircraft braking during the landing run. The tests were made with a C-123B airplane on both wet and dry concrete and bituminous pavements and on snow-covered and ice surfaces at speeds from 12 to 115 knots. Measurements were made of the maximum (incipient skidding) friction coefficient, the full-skidding (locked wheel) friction coefficient, and the wheel slip ratio during braking.

Sawyer, Richard H.↗
NASA NTRS1980

Calculation of skin-friction coefficients for low Reynolds number turbulent boundary layer flows

An analysis is presented of the reliability of various generally accepted empirical expressions for the prediction of the skin-friction coefficient C/sub f/ of turbulent boundary layers at low Reynolds numbers in zero-pressure-gradient flows on a smooth flat plate. The skin-friction coefficients predicted from these expressions were compared to the skin-friction coefficients of experimental profiles that were determined from a graphical method formulated from the law of the wall. These expressions are found to predict values that are consistently different than those obtained from the graphical method over the range 600 Re/sub theta 2000. A curve-fitted empirical relationship was developed from the present data and yields a better estimated value of C/sub f/ in this range. The data, covering the range 200 Re/sub theta 7000, provide insight into the nature of transitional flows. They show that fully developed turbulent boundary layers occur at Reynolds numbers Re/sub theta/ down to 425. Below this level there appears to be a well-ordered evolutionary process from the laminar to the turbulent profiles. These profiles clearly display the development of the turbulent core region and the shrinking of the laminar sublayer with increasing values of Re/sub theta/.

Barr, P. K.↗
NASA NTRS1969

Prediction of friction coefficients for gases

Empirical relations are used for correlating laminar and turbulent friction coefficients for gases, with large variations in the physical properties, flowing through smooth tubes. These relations have been used to correlate friction coefficients for hydrogen, helium, nitrogen, carbon dioxide and air.

Taylor, M. F.↗
NASA NTRS1952

Experimental Investigation of Average Heat-Transfer and Friction Coefficients for Air Flowing in Circular Tubes Having Square-Thread-Type Roughness

An investigation of forced-convection heat transfer and associated pressure drops was conducted with air flowing through electrically heated Inconel tubes having various degrees of square-thread-type roughness, an inside diameter of 1/2 inch, and a length of 24 inches. were obtained for tubes having conventional roughness ratios (height of thread/radius of tube) of 0 (smooth tube), 0.016, 0.025, and 0.037 over ranges of bulk Reynolds numbers up to 350,000, average inside-tube-wall temperatures up to 1950deg R, and heat-flux densities up to 115,000 Btu per hour per square foot. Data The experimental data showed that both heat transfer and friction increased with increase in surface roughness, becoming more pronounced with increase in Reynolds number; for a given roughness, both heat transfer and friction were also influenced by the tube wall-to-bulk temperature ratio. Good correlation of the heat-transfer data for all the tubes investigated was obtained by use of a modification of the conventional Nusselt correlation parameters wherein the mass velocity in the Reynolds number was replaced by the product of air density evaluated at the average film temperature and the so-called friction velocity; in addition, the physical properties of air were evaluated at the average film temperature. The isothermal friction data for the rough tubes, when plotted in the conventional manner, resulted in curves similar to those obtained by other investigators; that is, the curve for a given roughness breaks away from the Blasius line (representing turbulent flow in smooth tubes) at some value of Reynolds number, which decreases with increase in surface roughness, and then becomes a horizontal line (friction coefficient independent of Reynolds number). A comparison of the friction data for the rough tubes used herein indicated that the conventional roughness ratio is not an adequate measure of relative roughness for tubes having a square-thread-type element. The present data, as well as those of other investigators, were used to isolate the influence of ratios of thread height to width, thread spacing to width, and the conventional roughness ratio on the friction coefficient. A fair correlation of the friction data was obtained for each tube with heat addition when the friction coefficient and Reynolds number were defined on the basis of film properties; however, the data for each tube retained the curve characteristic of that particular roughness. The friction data for all the rough tubes could be represented by a single line for the complete turbulence region by incorporating a roughness parameter in the film correlation. No correlation was obtained for the region of incomplete turbulence.

Sams, E. W.↗
NASA NTRS1973

Local skin friction coefficients and boundary layer profiles obtained in flight from the XB-70-1 airplane at Mach numbers up to 2.5

Boundary-layer and local friction data for Mach numbers up to 2.5 and Reynolds numbers up to 3.6 x 10 to the 8th power were obtained in flight at three locations on the XB-70-1 airplane: the lower forward fuselage centerline (nose), the upper rear fuselage centerline, and the upper surface of the right wing. Local skin friction coefficients were derived at each location by using (1) a skin friction force balance, (2) a Preston probe, and (3) an adaptation of Clauser's method which derives skin friction from the rake velocity profile. These three techniques provided consistent results that agreed well with the von Karman-Schoenherr relationship for flow conditions that are quasi-two-dimensional. At the lower angles of attack, the nose-boom and flow-direction vanes are believed to have caused the momentum thickness at the nose to be larger than at the higher angles of attack. The boundary-layer data and local skin friction coefficients are tabulated. The wind-tunnel-model surface-pressure distribution ahead of the three locations and the flight surface-pressure distribution ahead of the wing location are included.

Fisher, D. F.↗
NASA NTRS1995

Use of the quartz crystal microbalance to determine the monomeric friction coefficient of polyimides

When a thin film of polymer is coated on to a quartz crystal microbalance (QCM), the QCM can be used to detect the rate of increase in weight of the polymer film as the volatile penetrant diffuses into the polymer. From this rate information the diffusion coefficient of the penetrant into the polymer can be computed. Calculations requiring this diffusion coefficient lead to values which approximate the monomeric friction coefficient of the polymer. This project has been concerned with the trial of crystal oscillating circuits suitable for driving polymer coated crystals in an atmosphere of penetrant. For these studies done at room temperature, natural rubber was used as an easily applied polymer that is readily penetrated by toluene vapors, qualities anticipated with polyimides when they are tested at T(g) in the presence of toluene. Three quartz crystal oscillator circuits were tested. The simplest circuit used +/- 5 volt dc and had a transistor to transistor logic (TTL) inverter chip that provides a 180 deg phase shift via a feed back loop. This oscillator circuit was stable but would not drive the crystal when the crystal was coated with polymer and subjected to toluene vapors. Removal of a variable resistor from this circuit increased stability but did not otherwise increase performance. Another driver circuit tested contained a two stage differential input, differential output, wide band video amplifier and also contain a feed back loop. The circuit voltage could not be varied and operated at +/- 5 volts dc; this circuit was also stable but failed to oscillate the polymer coated crystal in an atmosphere saturated with toluene vapors. The third oscillator circuit was of similar construction and relied on the same video amplifier but allowed operation with variable voltage. This circuit would drive the crystal when the crystal was submerged in liquid toluene and when the crystal was coated with polymer and immersed in toluene vapors. The frequency readings obtained when using this oscillating circuit are highly variable. This circuit requires further modification to stabilize frequency readings before its use in studies to determine the diffusion coefficient of penetrant molecules into a polymer film coated on a QCM.

Bechtold, Mary M.↗
NASA NTRS1954

Flight Measurements of Average Skin-Friction Coefficients on a Parabolic Body of Revolution (NACA RM-10) at Mach Numbers from 1.0 to 3.7

Measurement of average skin-friction coefficients have been made on six rocket-powered free-flight models by using the boundary-layer rake technique. The model configuration was the NACA RM-10, a 12.2-fineness-ratio parabolic body of revolution with a flat base. Measurements were made over a Mach number range from 1 to 3.7, a Reynolds number range 40 x 10(exp 6) to 170 x 10(exp 6) based on length to the measurement station, and with aerodynamic heating conditions varying from strong skin heating to strong skin cooling. The measurements show the same trends over the test ranges as Van Driest's theory for turbulent boundary layer on a flat plate. The measured values are approximately 7 percent higher than the values of the flat-plate theory. A comparison which takes into account the differences in Reynolds number is made between the present results and skin-friction measurements obtained on NACA RM-10 scale models in the Langley 4- by 4-foot supersonic pressure tunnel, the Lewis 8- by 6-foot supersonic tunnel, and the Langley 9-inch supersonic tunnel. Good agreement is shown at all but the lowest tunnel Reynolds number conditions. A simple empirical equation is developed which represents the measurements over the range of the tests.

Loposer, J. Dan↗
NASA NTRS1979

Friction coefficients of PTFE bearing liner

Data discusses frictional characteristics of PTFE (polytetrafluoroethylene) under temperature extremes and in vacuum environment. Tests were also run on reduced scale hardware to determine effects of vacuum. Data is used as reference by designers of aircraft-control system rod-end bearings and for bearings used in polar regions.

Daniels, C. M.↗