Abstract Since emulsions combine good lubricating and cooling capabilities, they have been widely used in metal rolling and cutting. This study first uses AR2000 rheometer to measure viscosity of emulsions under atmospheric pressure. The results of the test show that the viscosity of emulsions is approximately the highest in the 80% oil volume fraction. Meanwhile, the viscosity drops along with increasing the shear rate, it proves that emulsions are a pseudoplastic fluid. This study uses an EHL squeeze tester to explore the effects of squeeze velocity, load and volume fraction concentration of oil phase of emulsions on the dimple film thickness in the contact conjunction of squeezing lubrication. Results show that the dimple becomes deeper with increasing squeeze velocity. When the load increases, the dimple can keep longer due to higher hertz pressure. Furthermore, emulsions which have the higher oil volume fraction, have the higher maximum dimple depth under the same load and squeeze velocity. The results are different that the viscosity of 80% emulsions is higher than crude oil under atmospheric pressure. It is because that the significantly effect of pressure on the viscosity of oil phase, and the surface viscosity between oil and water phases can be ignored. Keywords: emulsions, EHL, dimple

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Abstract Elastohydrodynamically lubricated conjunctions are often subjected to impact loading. In such case the squeeze effect plays an important role. This research uses a self-development EHL tester to explore the effects of squeeze velocity, load and viscosity of lubricant on the dimple film thickness occurs between two components approach each other. The contact region is studied by means of optical interferometry using white light, a microscope and a CCD camera recording equipment. The results of the test show that increasing squeeze velocity makes the dimple deeper. Furthermore, the maximum central dimple film thickness becomes greater as the viscosity of lubricant increases at the same experiment condition. When the squeeze load is larger, it will keep the dimple film longer.

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Abstract ¡@¡@The motion when two parting in machine into contact can combine squeeze and sliding motion. This situation does occur for example in the meshing of gear teeth and in heavily loaded rolling elements bearing etc. In this study, the experiment is used to investigate the microscopic mechanism of the oil film under the combined squeeze and sliding motion. ¡@¡@The laser optical system is employed in the starting friction tester to measure the film thickness accurately by the principle of optical interferometry. High-speed video camera with the microscope records the dynamic characteristics of lubrication in the diminutive contact region. ¡@¡@Results show that the dimple becomes deeper with increasing squeeze velocity. When sliding velocity increases, the duration of dimple becomes shorter, but when the squeeze load increases, the dimple can keep longer. Furthermore, the dimple diameter increases with increasing the curvature radius of steel ball at the same experiment condition.

abstract: Many methods of passive flow control rely on changes to surface morphology. Roughening surfaces to induce boundary layer transition to turbulence and in turn delay separation is a powerful approach to lowering drag on bluff bodies. While the influence in broad terms of how roughness and other means of passive flow control to delay separation on bluff bodies is known, basic mechanisms are not well understood. Of particular interest for the current work is understanding the role of surface dimpling on boundary layers. A computational approach is employed and the study has two main goals. The first is to understand and advance the numerical methodology utilized for the computations. The second is to shed some light on the details of how surface dimples distort boundary layers and cause transition to turbulence. Simulations are performed of the flow over a simplified configuration: the flow of a boundary layer over a dimpled flat plate. The flow is modeled using an immersed boundary as a representation of the dimpled surface along with direct numerical simulation of the Navier-Stokes equations. The dimple geometry used is fixed and is that of a spherical depression in the flat plate with a depth-to-diameter ratio of 0.1. The dimples are arranged in staggered rows separated by spacing of the center of the bottom of the dimples by one diameter in both the spanwise and streamwise dimensions. The simulations are conducted for both two and three staggered rows of dimples. Flow variables are normalized at the inlet by the dimple depth and the Reynolds number is specified as 4000 (based on freestream velocity and inlet boundary layer thickness). First and second order statistics show the turbulent boundary layers correlate well to channel flow and flow of a zero pressure gradient flat plate boundary layers in the viscous sublayer and the buffer layer, but deviates further away from the wall. The forcing of transition to turbulence by the dimples is unlike the transition caused by a naturally transitioning flow, a small perturbation such as trip tape in experimental flows, or noise in the inlet condition for computational flows. / Dissertation/Thesis / M.S. Mechanical Engineering 2011

The aim of this diploma thesis is to describe the influence of individual operating parameters on thickness and temperature distribution of elastohydrodynamic contact under high slip ratio. In this work, the distribution of the lubricant film thickness is determined by optical interferometry and the temperature mapping in EHL contact is realized by infrared microscopy. Two optical filters were used to separate the radiation of contact surfaces and oil. Temperature of disk surface was measured using a sapphire disk with chromium layer that shielded radiation from ball and oil. The experimental device was modified to simulate the conditions of the various vectors between entrainment and sliding speed. The results extend existing information about behavior of EHL contact under high slip ratio conditions.

The project drawn up within the framework of engineering studies in discipline Manufacturing technology (2303T002) presents a proposal for processing a single part – the part is made of sheet steel number S420MC – by blanking, bending and stamping. On the basis of a literary exploration of given problems several variants of processing a part was propounded in order to be made in just one tool. The transfer combined die is fixed in crank press WAINGARTEN ARP 80 with 800 kN nominal force. All functional parts are made of heat treated tool steel number 19 573.3 according to drawing documentation. Lower functional parts of tool (blanking die, stamping die and bending tool) are made as divided.

Flow separation is a source of aerodynamic in-efficiency; however by using vortex generators the issue of flow separation can be controlled. This is of particular benefit to flows around bluff bodies which are susceptible to large scale separated flows, such as bodies in ground effect. Previous studies concerning heat transfer applications focused on the ability of low aspect ratio spherical wells (dimples) to produce vortices for flow mixing. Dimpled surfacing on an inverted Tyrrell026 airfoil in ground effect (indicative of high performance automotive aerodynamic applications e.g. Formula One) has been investigated for similar vortex enhanced wake reductions. Experimental measurements using Laser Doppler Anemometry (LDA) and Particle Image Velocimetry (PIV) were taken inside a dimple to provide validation and verification of numerical analyses of dimple flows. The k-ω SST turbulence model showed good agreement to the experimental measurements. Additionally experiments were conducted using LDA and PIV with various configurations of dimple arrays placed from a fixed separation point of a 16˚ rearward facing ramp to determine how the array configuration influenced the large scale separation. The airfoil wake with numerous dimple configurations and placements were measured using LDA. Results showed that an array of dimples with close dimple to dimple spacing there was flow recovery in the airfoil wake from the velocity deficit with no dimples of u/Uo,min=-0.1, to u/Uo,min=0.4 with a dimple array, (at α=10˚, ground clearance h/c=0.313). At α=10˚ reductions in the wake size of 30%, 33%, 58% and 68% were found for the ground clearances of h/c=0.112, 0.134, 0.224 and 0.313 respectively. For numerous dimple array configurations, closely spaced dimple arrays were more effective in reducing the wake size, turbulence intensity and Reynolds stresses than those where dimple spacing was further apart. The chord wise location of the array on the wing affected the angle of incidence of the wing for which the wake was able to be reduced. Arrays placed towards the trailing edge improved wake losses at lower angles of incidence. Dimples placed further forward yielded the most improvement at higher angles of incidence, in part due to the increased venturi effect under the wing.