published_or_final_version / Physics / Doctoral / Doctor of Philosophy

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This investigation concerns the design, build, and testing of a new class of skin friction sensor capable of performing favorably in high-speed, high-enthalpy flow conditions, such as that found in atmospheric re-entry vehicles, scramjets, jet engines, material testing, and industrial processes. Fully understanding and optimizing these complex flows requires an understanding of aerodynamic properties at high enthalpies, which, in turn, requires numerical and analytical modeling as well as reliable diagnostic instrumentation. Skin friction is a key quantity in assessing the overall flight and engine performance, and also plays an important role in identifying and correcting problem areas. The sensor design is founded on a direct-measuring, cantilever arrangement. The design incorporates two fundamental types of materials in regards to thermal conductivity and voltage resistivity properties. The non-conducting material distinction greatly deters the effect of heat soak and prevents EMI transmission throughout the sensor. Four custom fabricated metal-foil strain gauges are arranged in a Wheatstone bridge configuration to increase sensitivity and to provide further compensation for sensitivity effects. The sensor is actively cooled via a copper water channel to minimize the temperature gradient across the electronic systems. The design offers a unique immunity to many of the interfering influences found in complex, high-speed, high-enthalpy flows that would otherwise overshadow the desired wall shear measurement. The need to develop an encompassing design methodology was recognized and became a principal focus of this research effort. The sensor design was developed through a refined, multi-disciplinary approach. Concepts were matured through an extensive and iterative program of evolving key performance parameters. Extensive use of finite element analysis (FEA) was critical to the design and analysis of the sensor. A software package was developed to utilize the powerful advantage of FEA methods and optimization techniques over the traditional trial and error methods. Each sensor endured a thorough series of calibrations designed to systematically evaluate individual aspects of its functionality in static, dynamic, pressure, and thermal responses. Bench-test facilities at Virginia Tech (VT) and Air Force Research Laboratory (AFRL) further characterized the design vibrational effects and electromagnetic interference countermeasure effectiveness. Through iterations of past designs, sources of error have been identified, controlled, and minimized. The total uncertainty of the skin friction sensor measurement capability was determined to be ±8.7% at 95% confidence and remained fairly independent of each test facility. A rigorous, multi-step approach was developed to systematically test the skin friction sensor in various facilities, where flow enthalpy and run duration were progressively increased. Initial validation testing was conducted at the VT Hypersonic Tunnel. Testing at AFRL was first performed in the RC-19 facility under high-temperature, mixing flow conditions. Final testing was conducted under simulated scramjet flight conditions in the AFRL RC-18 facility. Performance of the skin friction sensors was thoroughly analyzed across all three facilities. The flow stagnation enthalpies upward of 1053 kJ/kg (453 Btu/lbm) were tested. A nominal Mach 2.0 to 3.0 flow speed range was studied and stagnation pressure ranged from 172 to 995 kPa (25 to 144 psia). Wall shear was measured between 94 and 750 Pa (1.96 and 15.7 psf). Multiple entries were conducted at each condition with good repeatability at ±5% variation. The sensor was also able to clearly indicate the transient flow conditions of a full scramjet combustion operability cycle to include shock train movement and backflow along the isolator wall. The measured experimental wall shear data demonstrated good agreement with simple, flat-plate analytical estimations and historic data (where available). Numerical CFD predictions of the scramjet flow path gave favorable results for steady cold and hot flow conditions, but had to be refined to handle the various fueling injection schemes with burning in the downstream combustor and surface roughness models. In comparing CFD wall shear predictions to the experimental measurements, in a few cases, the sensor measurement was adversely affected by shock and complex flow interaction. This made comparisons difficult for these cases. The sensor maintained full functionality under sustained high-enthalpy conditions. No degradation in performance was noted over the course of the tests. This dissertation research and development program has proven successful in advancing the development of a skin friction sensor for applications in high-speed, high-enthalpy flows. The sensor was systematically tested in relevant, high-fidelity laboratory environments to demonstrate its technology readiness and to successfully achieve a technology readiness level (TRL) 6 milestone. The instrumentation technology is currently being transitioned from laboratory development to the end users in the hypersonic test community. / Ph. D.

This work examines the detailed flow characteristics of direct measuring skin friction gages with computational methods. This type of device uses a small movable head mounted flush to a wall such that the head is assumed to be exposed to the same shear stress from the flow as the surrounding wall. The force caused by the action of the shear stress on the head deflects a flexure system monitored by instruments such as strain gages mounted at the base of a beam. The goal of the study was to develop an understanding of the effects that the geometric design and installation parameters of the sensor have on the surrounding flow and the ability of the sensor to reflect the undisturbed shear stress value. Disruption of the external flow due to poor design and/or improper installation of the sensor can take the form of intrusion into the flow, recession into the wall, and/or tilted alignment of the sensor such that the head is not flat in the plane of the wall, as well as flow into or out of the small gap surrounding the sensing head. Further, the performance of a direct measuring skin friction sensor in the presence of a pressure gradient has always been a concern. These effects are studied here with a three-dimensional, Navier-Stokes code based on a finite element method technique. Numerical solutions for cases in which one or more design parameters were varied are shown for a variety of flow situations. These situations include: (a) a laminar fully-developed channel flow at a low Reynolds number, (b) a turbulent flat plate boundary layer flow at a high Reynolds number, and (c) strong favorable and adverse pressure gradient turbulent boundary layer flows created by converging and diverging channels at high Reynolds number. Reported results for all cases include detailed flow visualization and stress field imagery, and total surface forces on the sensing head and gage flexure. Under ideal circumstances, these total forces should reflect as accurately as possible the average value of undisturbed shear stress times the exposed sensing head area (the friction force). Any deviation from this value was considered an "error" in the simulated measurement. The laminar channel flow case with a strong favorable pressure gradient showed the importance of proper alignment of the sensor. Protrusion or recession of the sensing head proved to be the dominant effect on resulting forces seen by the gage, changing the output by up to 15% for head protrusion and 10% for head recession for misalignments up to +/-1% of the head diameter. The thickness of the lip on the edge of the head also proved to have a significant effect on the output, with a smaller lip thickness generally showing better performance than a large one. Zero lip thickness indicated accuracy to within 1% of the desired wall shear result, since the pressure differences had little influence on the sensing head. Finally, the assumption of a linear pressure variation from the surface to the cavity along the lip as has been suggested in the past was investigated. The results indicate that the linear assumption works well only for large ratios of lip thickness to gap size, a fact which is correlated with previous experimental results. For the turbulent external flat plate case, misalignment remained the dominant effect on the sensor response. Results indicated that, in general, protrusion is more costly than the same level of recession, and a protrusion of +1% of the head diameter was shown to cause in excess of 100% error in indicated wall shear output. Both protrusion and recession produced large variations in both force and moment on the sensing flexure, but the outcome was that for protrusion the errors caused by these two effects tended to sum together, while for recession they tended to partially cancel out. The gap size played an increased role in the high Reynolds number boundary layer cases. Gap sizes of 1.67% up to 6.67% of the head diameter were studied and were shown to produce output errors between 4% and 22% (with larger errors corresponding to larger gap sizes), thus showing the importance of minimizing the gap for high Reynolds number flows. The lip was shown to have no significant effect for a flow without a pressure gradient. Finally, the favorable and adverse pressure gradient flows showed reasonable performance of the skin friction gage. Errors in output were shown to be -6% for the favorable pressure gradient case and 17% for the adverse pressure gradient case. Only the baseline gage design was studied for these situations, but the results from the two cases indicate that further reducing the lip thickness may not improve the performance of the gage. The error in output was caused almost entirely by applied moment for the adverse pressure gradient, while the applied force and applied moment had a cancellation effect in the favorable pressure gradient case. As a general result, the use of computational fluid dynamics has been shown to be an effective tool in the design and analysis of skin friction gages. Using a computational approach has the advantage of being able to resolve the small, confined gap regions of the gage, providing information that has been shown to be unavailable from previous experimental studies. This work has contributed to a much better understanding of the detailed flow over, in, and around skin friction gages. This will lead to improved gage design and reduced uncertainty in these important measurements. / Ph. D.

The skin friction and cross-flow separation location on a non-body-of-revolution (non-BOR) ellipsoidal model performing constant-yaw turns and a pitch-up maneuver, each with roll oscillation were studied for the first time. The detailed, low uncertainty, flow topology data provide an extensive experimental database on the flow over non-BOR hull shapes that does not exist anywhere else in the world and serves as a crucial tool for computational validation. The ellipsoidal model was mounted on a roll oscillation machine in the Virginia Tech Stability Wind Tunnel slotted wall test section. Hot-film sensors with constant temperature anemometers provided skin friction magnitudes on the body's surface for thirty-three steady flow model orientations and three unsteady maneuvers at a constant Reynolds number of 2.5 million. Cross-flow separation locations on the model were determined from span-wise minima in the skin friction magnitude for both the steady orientations and unsteady maneuvers. Steady hot-film data were obtained over roll angles between ±25° in 5° increments with the model mounted at 10° and 15° yaw and at 7° pitch with respect to the flow. The roll oscillation machine was used to create a near sinusoidal unsteady roll motion between ±26° at a rate of 3 Hz, which corresponded to a non-dimensional roll period of 5.4. Unsteady data were obtained with the ellipsoidal model mounted at 10° and 15° yaw and at 7° pitch during the rolling maneuver. Cross-flow separation was found to dominate the leeside flow of the model for all orientations. For the yaw cases, the separation location moved progressively more windward and inboard as the flow traveled downstream. Increasing the model roll or yaw angle increased the adverse pressure gradient on the leeward side, creating stronger cross-flow separation that began further upstream and migrated further windward on the model surface. For the pitch flow case, the cross-flow separation remained straight as the flow moved axially downstream. The strongest pitch cross-flow separation was observed at the most negative roll angle and dissipated, moving further downstream and inboard as the model's roll angle was increased. The unsteady flow maneuvers exhibited the same flow topology observed in the quasi-steady conditions. However, the unsteady skin friction and separation locations lagged their quasi-steady counterparts at equivalent roll angles during the oscillation cycle. A first order time lag model and sinusoidal fit to the separation location data quantified the time lags that were observed. / Ph. D.

Increasing cycling as a means of personal travel couldgenerate environmental benefits if associated with acorresponding decrease in car-based transport. In seeking topromote cycling in wintertime, it is desirable to understandhow important the road surface condition is compared to otherfactors in people's decision to cycle or not. In this thesis,the possibility of increasing the number of cyclists byimproving the winter maintenance servicelevel on cycleways isexamined. The attitudes towards cycling during winter ingeneral, and in relation to winter maintenance of cycleways inparticular, is studied through questionnaire surveys. Bicyclemeasurements are related to weather data from Road WeatherInformation System, in order to know the influence on cycleflow during winter from different weather factors. Fieldstudies are performed testing unconventional winter maintenancemethods, in order to see if a higher service level could beachieved on cycleways and if that would lead to an increase inwinter cycling frequency. The field studies are evaluatedthrough road condition observations, measurements of friction,bicycle counts, a questionnaire survey and interviews. A visualmethod to assess winter road conditions on cycleways isdeveloped, in order to compare the service levels achievedusing different winter maintenance methods. There is a clear difference in mode choice between seasons.With improved winter maintenance service level it could bepossible to increase the number of bicycle trips to work duringwinter with, at the most, 18 %, and decrease the number of cartrips with 6 %. However, it could not be concluded with bicyclemeasurements, that an enhanced service level in fact, generateda higher winter cycling frequency. To increase cycling during winter, snow clearance is themost important maintenance measure. Skid control is not assignificant for the choice of mode but is important to attendto for safety reasons. Winter road condition propertiesimportant both with regard to safety and accessibility ofcyclists, are icy tracks formed when wet snow freezes, snowdepths greater than about 3 cm of loose snow or slush,unevenness in a snow covered surface, loose grit on a baresurface. Weather factors with negative influence on winter cyclingfrequency, are temperatures below +5 ° C,precipitationand strong winds. Only the occurrence of precipitation, not theamount of rain or snow, is significant for the cycle flow. Lowtemperatures are more important in reducing the cycle flow thanprecipitation. Temperatures around 0 ° C seem to be extracritical for cyclists, probably due to the larger influence ofprecipitation and slippery road conditions at thesetemperatures. An unconventional method using a power broom for snowclearance and brine or pre-wetted salt for de-icing, provides ahigher service level than winter maintenance methodstraditionally used, but it is about 2 to 3 times moreexpensive. The method has great potential in regions, such assouthern Sweden, with low snow accumulations but with major iceformation problems. To assess the maintenance service level,the visual assessment method developed and tested in thisproject is adequate for the purpose, however, furtherimprovements are desirable. As a complement to the visualassessment, a Portable Friction Tester can be used to measurethe surface friction on cycleways during wintertime. Keywords:Cycleways, winter maintenance, maintenanceservice level, mode choice, winter cycling frequency, wintermaintenance equipment, winter road condition assessment,bicycle measurements, friction measurement.

<p>Increasing cycling as a means of personal travel couldgenerate environmental benefits if associated with acorresponding decrease in car-based transport. In seeking topromote cycling in wintertime, it is desirable to understandhow important the road surface condition is compared to otherfactors in people's decision to cycle or not. In this thesis,the possibility of increasing the number of cyclists byimproving the winter maintenance servicelevel on cycleways isexamined. The attitudes towards cycling during winter ingeneral, and in relation to winter maintenance of cycleways inparticular, is studied through questionnaire surveys. Bicyclemeasurements are related to weather data from Road WeatherInformation System, in order to know the influence on cycleflow during winter from different weather factors. Fieldstudies are performed testing unconventional winter maintenancemethods, in order to see if a higher service level could beachieved on cycleways and if that would lead to an increase inwinter cycling frequency. The field studies are evaluatedthrough road condition observations, measurements of friction,bicycle counts, a questionnaire survey and interviews. A visualmethod to assess winter road conditions on cycleways isdeveloped, in order to compare the service levels achievedusing different winter maintenance methods.</p><p>There is a clear difference in mode choice between seasons.With improved winter maintenance service level it could bepossible to increase the number of bicycle trips to work duringwinter with, at the most, 18 %, and decrease the number of cartrips with 6 %. However, it could not be concluded with bicyclemeasurements, that an enhanced service level in fact, generateda higher winter cycling frequency.</p><p>To increase cycling during winter, snow clearance is themost important maintenance measure. Skid control is not assignificant for the choice of mode but is important to attendto for safety reasons. Winter road condition propertiesimportant both with regard to safety and accessibility ofcyclists, are icy tracks formed when wet snow freezes, snowdepths greater than about 3 cm of loose snow or slush,unevenness in a snow covered surface, loose grit on a baresurface.</p><p>Weather factors with negative influence on winter cyclingfrequency, are temperatures below +5 ° C,precipitationand strong winds. Only the occurrence of precipitation, not theamount of rain or snow, is significant for the cycle flow. Lowtemperatures are more important in reducing the cycle flow thanprecipitation. Temperatures around 0 ° C seem to be extracritical for cyclists, probably due to the larger influence ofprecipitation and slippery road conditions at thesetemperatures.</p><p>An unconventional method using a power broom for snowclearance and brine or pre-wetted salt for de-icing, provides ahigher service level than winter maintenance methodstraditionally used, but it is about 2 to 3 times moreexpensive. The method has great potential in regions, such assouthern Sweden, with low snow accumulations but with major iceformation problems. To assess the maintenance service level,the visual assessment method developed and tested in thisproject is adequate for the purpose, however, furtherimprovements are desirable. As a complement to the visualassessment, a Portable Friction Tester can be used to measurethe surface friction on cycleways during wintertime.</p><p><b>Keywords:</b>Cycleways, winter maintenance, maintenanceservice level, mode choice, winter cycling frequency, wintermaintenance equipment, winter road condition assessment,bicycle measurements, friction measurement.</p>

This thesis deals with the structural design of a test rig for combustion engine bearings with static and dynamic loading capabilities. The first part of thesis summarizes materials, geometries and possible bearing failures, then analyzes existing test rigs. The second part contains different solutions and summarizes these solutions to a final design. The last part contains analysis of possible failure of the test rig and solutions for these problems. The thesis contains drawings prepared for manufacturing and a design report.

Deep drawing of paperboard with rigid tools and immediate compression has only a small presence in the market for secondary packaging solutions due to a lack of understanding of the physical relations that occur during the forming process. As with other processes that deal with interactions between two solids in contact, the control of the factors that affect friction is important due to friction’s impact on runnability and process reliability. A new friction measurement device was developed to evaluate the factors influencing the friction behavior of paperboard such as under the specific conditions of the deep drawing process, which differ from the standard friction testing methods. The tribocharging of the contacting surfaces, generated during sliding friction, was determined to be a major influence on the dynamic coefficient of friction between paperboard and metal. The same effect could be examined during the deep drawing process. With increased contact temperature due to the heating of the tools, the coefficient of friction decreased significantly, but it remained constant after reaching a certain charging state after several repetitions. Consequently, to avoid ruptures of the wall during the forming process, tools that are in contact with the paperboard should be heated.

Deep drawing of paperboard with rigid tools and immediate compression has only a small presence in the market for secondary packaging solutions due to a lack of understanding of the physical relations that occur during the forming process. As with other processes that deal with interactions between two solids in contact, the control of the factors that affect friction is important due to friction’s impact on runnability and process reliability. A new friction measurement device was developed to evaluate the factors influencing the friction behavior of paperboard such as under the specific conditions of the deep drawing process, which differ from the standard friction testing methods. The tribocharging of the contacting surfaces, generated during sliding friction, was determined to be a major influence on the dynamic coefficient of friction between paperboard and metal. The same effect could be examined during the deep drawing process. With increased contact temperature due to the heating of the tools, the coefficient of friction decreased significantly, but it remained constant after reaching a certain charging state after several repetitions. Consequently, to avoid ruptures of the wall during the forming process, tools that are in contact with the paperboard should be heated.