Thesis: M.S., Massachusetts Institute of Technology, Department of Civil Engineering, 1981 / Includes bibliographical references. / by Sacha Sethaputra. / M.S. / M.S. Massachusetts Institute of Technology, Department of Civil Engineering

In the spring of 1998, a closed end gravity flow pipeline was installed in the Lethbridge Northern Irrigation District. The pipes ranged from 900 mm to 300 mm in diameter. / Manholes were placed at several locations along the pipeline and were used to install velocity meters and pressure transducers, which recorded data every second. Pressures and velocities during periods of steady state were used to calculate the head loss, Re and the Hazen-Williams friction factor, "C", along lengths of constant diameter. / The results were compared to the industry design standard of C = 150 (used for the design of rigid PVC pipe installations) and to the theoretical hydraulically smooth line developed from the Moody diagram and the Darcy-Weisbach equation. Since the maximum and minimum calculated values of C came in the 750 mm and 900 mm diameter pipes, respectively, and all other C values, including those from the 300 mm and 650 mm diameters, fell between these, pipe diameter was assumed not to be a variable. Therefore all the field data was averaged. The average value of Re for the range studied was 9.73 x 105 . The corresponding best-fit C value is 147.7, which is 6.0% lower than the derived theoretical maximum. Since the derived theoretical maximum is the ideal condition and the recorded data was slightly lower and therefore determined be a good representation of what can be expected in true field conditions.

Small weight percentages of certain high-molecular weight polymers added to liquids in turbulent flow through conduits can result in dramatic friction reduction. Although many current and potential uses of the drag reduction phenomenon exist, there is a fundamental problem: drag reduction efficacy decreases rapidly with flow time due to the mechanical degradation in flow of the added polymer. In this thesis study, dilute aqueous solutions of polyacrylamide were tested under turbulent flow conditions in an attempt to determine where mechanical degradation in flow occurs.

Marine biofouling is the accumulation of organisms onto surfaces immersed in sea water. Fouling of ships causes an increase in hydrodynamic drag which leads to performance issues such as increased fuel consumption and a reduced top operating speed. Fouling-release (FR) coatings are one way that paints have been used in combating biofouling by allowing for the easy removal of settled organisms. Traditional FR coatings are silicone elastomers which are soft, easily damaged, and require a tie coat for adhesion to marine primers. Siloxanepolyurethane FR coatings have shown promise as FR coatings, providing enhanced durability and toughness, better adhesion to marine primers, and comparable FR performance to commercial coatings. Preliminary studies were conducted to explore the use of PDMS macromers in the preparation of siloxane-polyurethane FR coatings. Attachment and removal of fouling organisms on the siloxane-polyurethane coatings based on PDMS macromers was comparable to commercial FR coatings. Extended water aging was also carried out to determine effects of extended water immersion on the fouling-release performance of the coatings. At up to four weeks of aging, the FR performance of the coatings was not affected. Static immersion marine field testing was performed to determine the fouling-release performance of siloxane-polyurethane coatings prepared with PDMS macromers. The performance was found to be comparable to commercial FR coatings for up to one year, including water jet removal of slimes, barnacle push-off removal, and soft sponging. The coatings showed good fouling-release performance until extremely heavy fouling was allowed to settle. Underwater hull cleaning was conducted for one siloxane-polyurethane composition identified as a top performer from static field testing. The coating was easily cleaned of fouling with rotating brushes for six months. The cleaning capability of the coating was reduced when large barnacles and other extremely heavy fouling was present. A commercial FR coating became heavily damaged with brush cleaning while the siloxane-polyurethane coating remained mostly undamaged. With more frequent cleaning, it is suspected that siloxanepolyurethane coatings would show cleaning capability for longer periods of time. Pigmentation of siloxane-polyurethane coatings based on difunctional PDMS and PDMS macromers was explored to investigate the effect on FR performance. Pigmentation with titanium dioxide caused a slight decrease in FR performance in some cases, but this was easily overcome by the addition of slightly more PDMS in the coating binder, thus illustrating the feasibility of siloxane-polyurethane coatings as effective, pigmented FR coatings. Finally, the exploration of unique PDMS polymer architectures has been explored for the development of additional, novel, fouling-release coatings. The incorporation of end-functional PDMS homopolymer molecular brushes and branched PDMS macromers into siloxane-polyurethane fouling-release coatings shows promise for the development of unique coatings where improved FR performance may be obtained. / Office of Naval Research (U.S.)

No description available.

The design of skin friction gages has been explored analytically and experimentally for measuring skin friction in high-speed, short-duration flow. Several gage designs were considered. One promising gage design used a floating element, while another was microfabricated using sputtering techniques. All of the gages were physically modeled to determine the output caused by Mach 2 unheated flow. Frequency response analysis was also performed on the floating element and sputtered design to determine their ability to make measurements in the millisecond time range. Temperature and normal pressure effects were a source of measurement error, and techniques were developed for minimizing the error due these effects. Tests were made in Mach 2 flow and the results of these tests are discussed. Recommendations are provided as to how the gages can be improved for further testing. / Master of Science

Thesis (Ph.D.)--University of Melbourne, School of Physics, 2007. / Typescript. Includes bibliographical references (leaves 275-308).

Orientador: Pedro Teixeira Lacava / Dissertação (mestrado profissional) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-18T16:57:57Z (GMT). No. of bitstreams: 1 Carlos_AndersonAlmeida_M.pdf: 15995318 bytes, checksum: baaba56f9c2c8d35c3ae72468050a525 (MD5) Previous issue date: 2011 / Resumo: Em baixas temperaturas, as condições de partida do motor tornam-se mais difíceis devido a diversos fatores, como por exemplo, a menor lubrificação devido ao aumento da viscosidade do óleo lubrificante, a diminuição da massa de ar e a diminuição das folgas entre as partes móveis do motor como virabrequim, pistão e conseqüentemente o aumento do atrito entre estas partes. Foi construído um dispositivo para estimar o torque resistivo em baixas temperaturas na faixa entre - 20°C a 0ºC em um motor diesel NGD 3,0 litros, quatro cilindros de fabricação da MWM International com o objetivo de estudar a correlação entre o rendimento do motor de partida nestas condições e o torque resistivo solicitado na partida. Este dispositivo permite o levantamento do torque resistivo nos motores diesel sem combustão, onde a lubrificação é mínima e o atrito entre as partes móveis do motor são máximas. Para a medição do torque foi utilizada uma flange de torque modelo T40 de fabricação da HBM acoplada ao dispositivo de arraste, composto por um volante e motor de partida de um motor com 9,3 litros também de fabricação MWM International e o volante do motor que foi testado, através de um eixo cardam. Os testes para o levantamento dos dados foram realizados em um "contêiner" frigorífico utilizado para transportes de cargas perecíveis, como carnes congeladas, adaptado para realização de ensaios de motores diesel a temperaturas negativas (-50ºC + temperatura ambiente) e instalado nas dependências do Centro Tecnológico da MWM International / Abstract: In lower temperatures, the conditions for starting the engine become more difficult due to several factors, eg, less lubrication due to increased viscosity of lubricating oil, the decrease in air mass and reducing the clearances between moving parts the engine crankshaft, piston and consequently increases the friction between these parts. A device was built to estimate the resistive torque at low temperatures in the range between -20°C to 0°C in a diesel engine NGD 3.0-liter four-cylinder manufacturing MWM International aiming to study the correlation between the starter motor efficiency in these conditions and the resistive torque at startup. The device allows the removal of the resistive torque without combustion in diesel engines, where lubrication is minimal and the friction between the moving parts of the engine is maximum. For measuring torque was used a model T40 torque flange from HBM manufacturing device coupled to the drag, comprising a flywheel and starter motor with a 9.3 liters also manufacturing MWM International and the flywheel was tested through a cardan shaft. Tests for the survey data were conducted in a "container" refrigerator used to transport perishable cargo such as frozen meat, suitable for testing diesel freezing temperatures (-50 ° C + ambient temperature) and installed in the premises of the Centre Technological MWM International / Mestrado / Eletrônica / Mestre em Engenharia Automobilistica