"Hot-tests" form a vital facet towards the end of the production line of modern automotive plants, where the condition of the engine is checked by running it for a short period of time, to ensure its performance under standard operating conditions. The duration of hot-tests for small engines varies from 20-75 seconds. In the conventional procedure, about 10-30 grams of lubricant (for pre-coating) is used with about 650ml of standard oil for engine testing. However, about 1-3 oz. of oil is lost per engine, as it cannot be sucked out of the crankcase after the hot tests. The loss of 1-3 oz. of oil leads to a significant loss in revenue, over the large number of engines manufactured. It also causes a potential safety and environmental hazard due to leakage of lubricant during shipping or upon first use in a particular application. The goal of this project is to conduct "no-oil" hot tests using less than 10 grams of specially formulated lubricants for pretreatment. Implementation of this procedure for conducting the hot tests in the manufacturing facility would save revenue and eliminate potential hazards mentioned above in addition to cutting down on manpower and/or machinery used for handling the engine oil. An experimental study of pre-treatment of interacting interfaces of engine components, with specially formulated lubricants, for no-oil hot tests is presented. This study includes sixteen tests performed on the production line of Tecumseh's small engine manufacturing plant. The formulated lubricants were made up of tribopolymer formers, i.e., monomers, which were used in previous tribopolymerization studies. Tribopolymerization is defined as the planned or intentional formation of protective polymeric films directly and continuously on rubbing surfaces to reduce damage and wear by the use of minor concentrations of selected compounds capable of forming polymeric films in situ. This study entailed the investigation of the anti-wear properties of the formulated lubricants on a high temperature pin-on-disk machine and subsequent selection of lubricants exhibiting superior performance for use in the engine tests. The no-oil hot-tests performed at Virginia Tech and on the assembly line exhibited the superior anti-scuffing/anti-wear properties of the specially formulated lubricants, to warrant their use on the production line in the near future. / Master of Science

Surface temperatures generated by friction during osculating/fretting contact were measured using an infrared microscope coupled to a digital data acquisition system developed at Virginia Polytechnic Institute and State University. The contact geometry consisted of a stationary test specimen loaded against a vibrating sapphire disk driven by an electromagnetic shaker. Ceramic materials including zirconium oxide, sapphire, aluminum oxide, and tungsten carbide were used as test specimens since they are inert in air, and generate high surface temperatures when used in the oscillating contact system. Instantaneous fluctuations in surface temperature over a single cycle were measured and recorded. This information was compared with instantaneous friction force and velocity data. The friction force data was measured using semiconductor strain gages connected to a new octagonal ring designed specifically for this research. Zirconium oxide-on-sapphire experiments were performed at various loads, frequencies, and amplitudes. The resulting temperature rises, friction coefficients, heat generation rates, and wear scar sizes were compared. Surface temperature rises were measured as a function of position within the contact region. From this data, and scanning electron micrographs of the wear scars, inferences were made about the size, location, and distribution of real contact areas. Experimental measurements were compared with theoretical predictions obtained using a new numerical model developed by B. Vick and S. J. Foo. / Master of Science

The design of the freight train truck has gone relatively unchanged over the past 150 years. There has been relatively little change to the fundamental railway truck design because of the challenges of implementing a cost effective and reliable modification to designs that have proven effective in decades of operation. A common U. S. railway truck consists of two sideframes, a bolster, two spring nests, and four friction wedges. The two sideframes sit on the axels. The bolster rides on springs on top of the sideframes. The friction wedges also ride on springs on top of the sideframe, and are positioned between the bolster and sideframe, acting as a damping mechanism. Better understanding the dynamic behavior and forces on the bodies are critical in reducing unnecessary wear on the components, along with potential negative behavior such as loss of productivity and increase in operating costs. This thesis will investigate the dynamic behavior of the truck under warping conditions using a stand-alone model created in Virtual.Lab. This research covers two main areas. First, the full-truck model will be developed and its simulation results will be compared to test data from the Transportation Technology Center, Inc. (TTCI). Data was provided from warp testing performed at the TTCI facilities in the spring of 2008. Once validated, the model will be used to gain a better understanding of the forces and moments that are propagated through the system, and of the dynamics of all bodies. Due to costs and physical constraints, not every bogie component can be instrumented during test, so the computer model will be able to provide valuable information not easily obtained otherwise. Second, full-truck models using different contact geometry between the wedges, sideframes, and bolster will be compared. A model with extremely worn sideframes will allow for investigation into the effects of wear on the damping abilities and warp stiffness of the truck. Another model using split wedges will be compared with the previous model to investigate into the behavior differences in the truck using different types of wedges. By understanding the impact of different geometries on the overall performance of the truck, better decisions on design and maintenance can be made in the future. After creating the models, we found that the full-truck model created in LMS® Virtual.Lab compared well with the test data collected by TTCI. In the comparison with NUCARS® we determined that the stand-alone model, which incorporates the wedges as bodies, captures the warp dynamics of the truck better than NUCARS®, which models the wedges as connections. By creating a model with severely worn sideframes, we were able to determine that the truck loses its abilities to damp bounce in the system as well as to prevent warping when the components become sufficiently worn. The split-wedge model behaved similarly to the standard full-truck model for bounce inputs, but had a significantly different behavior in warp. Further development will be needed on the split-wedge model to be confident that it behaved as expected. / Master of Science

Wet-pavement friction is a public concern because of its direct relation to highway safety. Both short- and long-term seasonal variations have been observed in friction measurements. These variations have been attributed to different factors, such as traffic, rainfall, and temperature. Since both the tire rubber and the HMA pavement surface are viscoelastic materials, which are physically sensitive to temperature changes, temperature should affect the measured frictional properties. Although several researchers have attempted to explain and quantify the effect of temperature on pavement friction, it remains to be fully understood. The objective of this research was to quantify the effect of pavement surface temperature on the frictional properties of the pavement-tire interface. To accomplish this, tests conducted on seven different wearing surfaces at the Virginia Smart Road under different climatic conditions were analyzed. Due to the short duration of this study and the low traffic at the facility, only short-term effects of temperature on pavement friction were investigated. To accomplish the predefined objective, skid test data from both ribbed and smooth tires were collected over two and a half years (from January 2000 to August 2002) and then analyzed. Six sets of tests were conducted under different environmental conditions. The pavement and air temperatures during each test were obtained using thermocouples located directly under the wearing course (38mm below the surface) and close to the pavement surface, respectively. Regression analyses were conducted to determine the effect of pavement temperature on the measured skid number at different speeds, as well as on friction model parameters. The main conclusion of this investigation is that pavement temperature has a significant effect on pavement frictional measurements and on the sensitivity of the measurements to the test speed. Both the skid number at zero speed (SN0) and the percent normalized gradient (PNG) tend to decrease with increased pavement temperature. This results in the pavement temperature on the measured skid number being dependent on the testing speed. For the standard wearing surface mixes studied at low speed (lower than 32 km/hr), pavement friction tends to decrease with increased pavement temperature. At high speed, the effect is reverted and pavement friction tends to increase with increased pavement temperature. Temperature-dependent friction versus speed models were established for one of the mixes studied. These models can be used to define temperature correction factors. / Master of Science

Full-depth precast deck panels are a promising alternative to the conventional cast-in-place concrete deck. They afford reduced construction time and fewer burdens on the motoring public. In order to provide designers guidance on the design of full-depth precast slab systems with their full composite strength, the horizontal shear resistance provided at the slab-to-beam interface must be quantified through further investigation. Currently, all design equations, both in the AASHTO Specifications and the ACI code, are based upon research for cast-in-place slabs. The introduction of a grouted interface between the slab and beam can result in different shear resistances than those predicted by current equations. A total of 29 push off tests were performed to quantify peak and post-peak shear stresses at the failure interface. The different series of tests investigated the surface treatment of the bottom of the slab, the type and amount of shear connector and a viable alternative pocket detail. Based on the research performed changes to the principles of the shear friction theory as presented in the AASHTO LRFD specifications are proposed. The proposal is to break the current equation into two equation that separate coulomb friction and cohesion. Along with these changes, values for the coefficient of friction and cohesion for the precast deck panel system are proposed. / Master of Science

The tire-terrain interaction is complex and tremendously important; it impacts the performance and safety of the vehicle and its occupants. Icy roads further enhance these complexities and adversely affect the handling of the vehicle. The analysis of the tire-ice contact focusing on individual aspects of tire construction and operation is imperative for tire industry's future. This study investigates the effects of the tread rubber compound on the drawbar pull performance of tires in contact with an ice layer near its melting point. A set of sixteen tires of eight different rubber compounds were considered. The tires were identical in design and tread patterns but have different tread rubber compounds. To study the effect of the tread rubber compound, all operational parameters were kept constant during the testing conducted on the Terramechanics Rig at the Terramechanics, Multibody, and Vehicle Systems laboratory. The tests led to conclusive evidence of the effect of the tread rubber compound on the drawbar performance (found to be most prominent in the linear region of the drawbar-slip curve) and on the resistive forces of free-rolling tires. Modeling of the tire-ice contact for estimation of temperature rise and water film height was performed using ATIIM 2.0. The performance of this in-house model was compared against three classical tire-ice friction models. A parametrization of the Magic Formula tire model was performed using experimental data and a Genetic Algorithm. The dependence of individual factors of the Magic Formula on the ambient temperature, tire age, and tread rubber compounds was investigated. / Master of Science / The interaction between the tire and icy road conditions in the context of the safety of the occupants of the vehicle is a demanding test of the skills of the driver. The expected maneuvers of a vehicle in response to the actions of the driver become heavily unpredictable depending on a variety of factors like the thickness of the ice, its temperature, ambient temperature, the conditions of the vehicle and the tire, etc. To overcome the issues that could arise, the development of winter tires got a boost, especially with siping and rubber compounding technology. This research focuses on the effects on the tire performance on ice due to the variation in the tread rubber compounds. The experimental accomplishment of the same was performed using the Terramechanics rig at the Terramechanics, Multibody, and Vehicle Systems (TMVS) laboratory. It was found that the effect of the rubber compound is most pronounced in the region where most vehicles operate under normal circumstances. An attempt was made to simulate the temperature rise in the contact patch and the water film that exists due to the localized melting of ice caused by frictional heating. Three classical friction models were used to compare the predictions against ATIIM 2.0, an in-house developed model. Using an optimization technique namely the Genetic Algorithm, efforts were made to understand the effects of the tread rubber compound, the ambient temperature, and the aging of the tire on the parameters of the Magic Formula model, an empirical model describing the performance of the tire.

Scour around important foundation elements for bridges and other coastal infrastructure is the leading cause of failure and instability of those structures. Traditional scour mitigation methods, such as the placement of riprap, the use of collars or slots, embedding foundations deeper, or a combination thereof can be costly, require long-term maintenance, and can potentially have detrimental environmental effects downstream. These difficulties with traditional methods are potentially alleviated with the implementation of self-sustaining bivalve (e.g., mussel, oyster, scallop) farms that could act as mats of interconnected living barriers, protecting the seabed from scour. The mats would help to attract larval settlement by making the substrate a more suitable habitat, contributing to the sustainability of the bivalve farms. Colonies of bivalves are already being used as living shorelines for retreatment mitigation, embankment stabilization, and supporting habitat for other marine life. These applications are accomplished, in part, by bivalves' strong attachment capabilities from the bioadhesives they secrete that act as a strong underwater glue, adhering their shells to granular substrate. Some species of mussels have been shown to withstand water flow velocities greater than 6 m/s without detaching. For reference, riprap with a median grain size of about 655 mm has been shown to require a flow velocity of at least 1.7 m/s for incipient motion of the boulder-sized riprap. In addition to the contiguous living bivalve mat offering scour protection, the whole or fragmented shells (i.e., shell hash) that are left behind from dead bivalves are hypothesized to reduce erosion potential. Shell hash-laden sediments should be able to better withstand shearing, thereby increasing the critical shear stress required to erode material, compared to sediment without shell hash. Habitat suitability for bivalve colonies is also an important consideration to evaluate what surface enhancements may be needed for a site to be selected for implementation of bivalve scour mats. Bed surfaces that consist of unconsolidated fine-grained sediment are unlikely to be able to support bivalve species as the organisms could sink into the sediment, not allowing solid anchoring points. In contrast, harder substrates typically found in granular sediments offer much more suitable habitats. Along with testing the influence of shell hash and bioadhesive on sediment behavior, this thesis aims to establish a methodology to evaluate whether a section of seafloor can support bivalves or enhancement materials (e.g., shell, shale, or slag fragments) without them sinking, thereby depriving them of oxygen. Together, the examining of geotechnical aspects of bivalve habitat enhancement through seabed soil alteration and the influence of shell hash and bioadhesives on sediment shear behavior are part of a novel multidisciplinary approach toward this proposed bioengineered scour solution. Consequently, the research objectives explored in this thesis are as follows: (1) characterize morphology of existing bivalve colonies through acoustic and direct field measurements; (2) evaluate the spatial variation of the sediment shear strength in terms of proximity to bivalve colonies; (3) expand the domain of confining pressures and shell hash weight fractions used in sediment strength testing; (4) quantify the changes in shear strength and erodibility from laboratory tests on sampled material with and without the presence of bioadhesives, as well as shell fragments mixed in with the sediment; and, (5) develop a methodology ranking system for the suitability of a surficial sediments to support seeding material to improve benthic life habitat substrates. Three exploratory field surveys were conducted where colonies of oysters and other benthic life were present: in the Piankatank River in Virginia, in the Northwest Arm of the Sydney Harbour in Nova Scotia, Canada, and at the Rachel Carson Reserve in North Carolina. Field sampling techniques included Ponar grab samples, hand-dug samples, X-ray rectangular prism cores, and cylindrical push cores, which were all pivotal to understanding sediment composition, size and shape of particle distributions, as well as in-situ depth profiles of shells. Remote sensing and intrusive instrumentation included a rotary scanning sonar, acoustic Doppler current profilers, CTD (Conductivity, Temperature, Depth) probes, underwater cameras, a portable free-fall penetrometer, and in-situ jet erosion testing which helped to characterize the morphology of the bivalve colonies and the spatial variability of sediment strength. Subsequent laboratory experiments included grain size distribution analyses, vacuum triaxial tests to measure changes in shear strength with and without shell hash, and miniature vane and pocket erodometer tests on bioadhesive-treated sediments. The results showed: (1) a significant increase in the standard deviation of the backscatter intensity where the oyster reef was located; (2) the in-situ sediment shear strength increased slightly closer to the oyster reef at the Piankatank River site; (3) samples with a higher oyster density exhibited less uniform particle size distributions; (4) the presence of less than approximately 4% (by weight) of shell fragments increased the secant friction angle by approximately 6° relative to samples with no shell fragments; and, (5) the harbor bed of the Northwest Arm of the Sydney Harbour is a suitable stiffness for enhancement with shell hash over about 23% of its area. Preliminary testing showed a subtle increase in the torsional shear resistance and a decrease in erodibility for bioadhesive-treated samples; however, further testing is needed for confidence to be achieved in the results due to bioadhesive supply issues. / Master of Science / Oysters and mussels are aquatic mollusks (i.e., bivalves) that are known to be able to withstand strong storm flows without detaching from rocks and other hard surfaces. Knowing this and the increasing need for environmental- and ecological-friendly solutions in engineering and construction further accelerated by climate change and sea level rise are the motivations for studying whether bivalves can be used in this capacity. Traditional methods to protect against bridge failures caused from individual piers that become unstable from sediment eroding away from their bases can be costly, require long-term maintenance efforts, and can potentially have detrimental environmental impacts. As an alternative to or supplement to traditional methods, bivalves could be laid down in mats near the base of piers to act as a protective interconnected layer, diverting strong water flows away from the otherwise exposed sediments susceptible to erosion while strengthening the seabed. Much is known and has been investigated on the biology of bivalves but understanding how these organisms influence the sediments near them has not been studied extensively from a geotechnical engineering perspective. Specifically, within geotechnical engineering, this study is focused primarily on the influence of oyster shell fractures, naturally found in the vicinity of bivalve colonies, and the organic glue that bivalves use to attach themselves to rocks on the engineering behavior of nearby sediments. Secondary to that main objective is to establish a methodology to evaluate whether a section of seafloor can support bivalves without them sinking, thereby suffocating them. In summary, this thesis investigates methods to evaluate whether the seafloor is suitable for supporting bivalves and if their presence changes the way sediments behave after various forces are applied. To accomplish these research goals, three exploratory field surveys were conducted for this thesis: in the Piankatank River in Virginia, in the Northwest Arm of the Sydney Harbour in Nova Scotia, Canada, and at the Rachel Carson Reserve in North Carolina where bivalves were present. Through field sediment sampling, underwater sonar imagery, penetrating probes, and subsequent geotechnical laboratory testing, shell-sediment interactions were characterized. The results showed: (1) an oyster reef in the Piankatank River could be observed in great detail with sonar imagery; (2) sediment strength increased slightly the closer to the oyster reef; samples with more oyster shells in them exhibited (3) a wider range of particle sizes and (4) an increase in sediment strength; and (5) less than a quarter of the harbor bed of the Northwest Arm of the Sydney Harbour is suitable for armoring the seafloor with pieces of shell, shale, and slag to support bivalve growth. Initial tests with the organic underwater glue from bivalves showed promising results with respect to improvements in sediment strength and decreased erodibility, however, further testing is needed as supply of the organic glue was limited.

The classical use of 0.3 for the static coefficient of friction for sheet pile interlocks was investigated in this study. The effects of cyclic displacements on the coefficient of friction of the interlocks was also examined. A broad range of values for the coefficient of friction was observed for over 2000 observations of the shear force required to initiate interlock displacement. The mean observed value of the coefficient of friction was greater than 0.3 for low interlock stress. The mean coefficient of friction decreased with increased interlock stress. At interlock loads of five kips per inch the mean coefficient of friction was approximately equal to 0.3. The relationship between interlock stress and the coefficient of friction was found to be nonlinear. An exponential model to predict the coefficient of friction for interlock loads between 1 and 5 kips per inch was developed. To study the effects of cyclic displacements on interlock friction the specimen interlocks were displaced approximately one hundred times. No significant effect on interlock friction was observed. / M.S.

The heat transfer coefficient is a key parameter in modeling friction stir welding and has yet to be measured experimentally. The importance of this parameter was shown through validating friction stir models on both sides of the tool/workpiece interface. Both a transient plunge and a steady state model were validated by matching experimental temperatures. The steady state tool temperatures were matched (with in 2.5%), but the steady state workpiece temperatures were off by around 20%. The transient model of the FSW plunge showed the effect of varying the ℎ𝑊/𝑇 on workpiece temperatures and tool temperatures. Two methods were looked at to measure this parameter. Using frequencydomain thermoreflectance (FDTR) with a reflective sensor within the tool was initially looked at as a novel way to measure ℎ𝑊/𝑇, but the difficulty of integrating the system with the FSW machine led to its ultimate failure. The 3𝜔 method was the second choice to perform this measurement. The method was not able to measure ℎ𝑊/𝑇, but the method shows promise that after further work it should be able to perform this measurement. Successful thermal conductivity measurements were performed. A initial experimental setup for measuring contact resistance was achieved. Integration of a 3𝜔 sensor with the FSW environment was attempted. High temperature wire bonding was successful; several attempts at sensor integration with the tool failed; and plans for machine integration look promising.

We have created a three-dimensional, implicit finite difference model that can accurately calculate temperatures within the bulk of a sample during a friction stir fabrication process. The model was written in Wolfram Mathematica® 7 for Students, and allows for time-efficient calculation of thermal profiles. The non-dimensionality of the model allows for accurate refinement of the temporospatial mesh, and provides portability across material types. The model provides insight as to the mechanism of heat generation by qualifying the fraction of mechanical energy converted to thermal energy for different material types and sample geometries. Finally, our model gives an understanding of the effects of the heat transfer at the boundaries of the workpiece and suggests a backside heat loss localized at the center of the tool due to a decrease in thermal contact resistance. We have explored the effects of processing parameters on the performance of the friction stir fabrication process. The process has four stages; tool insertion, warm-up, bead formation, and steady-state translation. The tool insertion phase is characterized by a rapid increase in system horsepower requirements. During the warm-up phase, the mechanical energy of the rotating tip is converted to thermal energy. Once enough thermal energy has been transferred to the workpiece, the volume between the tip and the workpiece is filled by feedstock material. Finally, the tool is translated under relatively steady-state conditions. The success or failure of the process is dependent on adequate material delivery to the system. The horsepower requirements of the process depend on the material type and the rate of material delivery. We have explored the effect of processing parameters on the microstructure of the processed samples. Optical microscopy shows that the stratification of layers within the weld and the depth of the weld are both dependent on the processing parameters. EBSD analysis coupled with Vicker's microhardness measurements of the processed pieces show that the grain size within the weld nugget is constant over the range of processing parameters available to the system. Data also show that pressure and heat inherent in friction stir processing of strain-hardened Al5083 counteract strengthening of the temper of the alloy. / Ph. D.