Speed Loss Lab Report

The hypothesis about the CO2 angle will change the speed of the car was, rejected. The hypothesis was that if a Pinewood derby car had CO2 inserted at a 20 degree angle, then the 20 degree angle would work best because the angle would keep enough thrust power and keep the car on the track. However, the 20 degree angle was the second best because the 180 degree angle had more thrust power to it then the 20 degree angle. The control group was the 180 degree angle and it’s average was 1.33 second. The 45 degree angle was the longest with an average of 2 seconds. The 20 degree angle or second experimental group had an average of 1.67 seconds. I got these results because each angle that got farther from strait started to lose the amount of thrust that the 180 degree angle had. So if I tried it with a 90 degree angle then the car wouldn’t be moving at all.

As its main function is to reduce the friction, and providing bearing support, its conceivable failure is detected by testing during maintenance. the probability of failure is either wearing off the rolling element, or misalignment of bearing which is a result of failure of bearing spacer. The system effect due to this is difficulty in cornering the vehicle, harsh

In a little over hundred years since automobile took hold of most people’s imagination, technologies design to make acceleration faster and reaching higher speeds have evolved. Despite charges, turbo charges, twin turbo charges or NOX, there are limits, which cannot be greater by land-based vehicle in terms of speed. Not the same can be said about the rather unseen parts of the automotive evolution. The only limitation to them is in connection with the human body ‘s ability to withstand rapid decelerations. It would be a lot easier to stop a car then to make it go faster otherwise. Whether they come in form of drum brakes or as disk, the brakes have been the horsepower’s companions throughout decades, each pulling

When the mousetrap car moves down the track, the speed of the mousetrap car decreases, therefore my hypothesis was supported. At 1 second, the mousetrap car was traveling at a speed of 3.2 m/s. At 2 seconds, the mousetrap car was traveling at a speed of 2.35 m/s. At 3 seconds, the mousetrap car was traveling at a speed of 1.53 m/s. At 4 seconds, the mousetrap car was moving at a speed of 1.2 m/s. At 5 seconds, the mousetrap car was traveling at a speed of .98m/s. “A car will eventually come to a stop if just allowed to roll as the friction between the road surface and the wheels causes friction that causes the vehicle to stop,”(Examples of Rolling Friction). The evidence supports the claim because the wheels of the mousetrap car are moving

3. Explain whether, during a trip, a car’s instantaneous speed (movement of an object at a specific instant) can ever be greater than its average speed.

For my first research question I had to figure out if a car's velocity increases as it travels down a ramp. To answer this question, I think that from the lab results that the car's velocity does increase as it travels down the ramp. The second research question was about if a car's acceleration increases as it travels down a ramp. I believe that for this, the car's acceleration does increase as it travels down the ramp. Finally, for the acceleration calculation I got 6.45m/s/s as an answer and for my percent change calculation between my initial and final velocities, I got

The aim of the experiment is to examine how the acceleration of the car differs when the angle of inclination of the ramp is amplified and to record and analyse findings.

In this case we need to overcome the friction force from the axles, and tires to be able to power the vehicle by mousetraps far enough. There is a coefficient of friction between the axle and the bearing where the axle sits in the bearings and does not spin together so that is where most of the friction is created. The front wheels currently are hard rubber, and the rear wheels are currently cutting disks which are a hard material and very skinny, creating a very little amount of friction. The total force of friction would need to be less than the force of the mousetraps on the axle throughout the traps angular travel. Methods that were used to reduce friction consists of using lubrication on the axles to make it easier to spin, use skinnier wheels to reduce friction from the ground, and making the vehicle lighter with a simpler design. (See APPENDIX 1 for detailed

It can be concluded that changing the weight of a car did have an effect on the speed of the car. The data shows that adding weight to the car made it go faster then the car without a weight. For example, the average speed for the non weighted car going down the ramp was one hundred and five and thirty four hundredths centimeters per second and the average speed of a weighted car was one hundred and one and four tenths centimeters per second. This means that since the numbers are different from each other the weight of the car did have an effect on the speed of the car. My control was a car without weights and it compared to the weighted car was three and ninety four hundredths centimeters a seconds of a difference.

of 9 303, where the flow was 2.530 vehicles/time step at p-shift=0.3 and 2.380 vehi

One of the errors in this experiment was that the red and black cars we collected data from had stopped at the traffic lights prior to being measured. This means that the cars were not travelling at a constant speed because they had to accelerate when the light turned green. One possible way that this could be improved next time would be to not measure cars that had stopped at traffic lights or encountered any interference, but only cars that were travelling at a constant speed. Another fault that occurred throughout this practical was knowing exactly when to start and stop the stopwatch. My judgement of when each vehicle had started and finished the 50 metres would have varied from car to car.

The two different types of friction that affected the performance of our vehicle was the concrete floor and the elastic band winded around the axel. We first used the elastic band connected with string but we changed it after not the first test.

I chose this topic because it interested me and i did something similar to it last year. This year I am going to answer how does the surface on which a car moves affect how fast it travels.

the road. How the vehicle skids depends on the coefficient of friction, or drag factor, between the

A rightward moving rider gradually becomes an upward moving rider, then a leftward moving rider, then a downward moving rider, before finally becoming a rightward-moving rider once again. There is a continuing change in the direction of the rider as he/she will moves through the clothoid loop. A change in direction is one thing of an accelerating object. The rider also changes speed. As the rider begins to climb upward the loop, he/she begins to slow down. What we talked about suggests that an increase in height results in a decrease in kinetic energy and speed and a decrease in height results in an increase in kinetic energy and speed. So the rider experiences the greatest speeds at the bottom of the loop. The change in speed as the rider moves through the loop is the second part of acceleration which the riders experiences. A rider who moves through a circular loop with a constant speed, the acceleration is centripetal and towards the center of the circle. In this case of a rider moving through a noncircular loop at non-constant speed, the acceleration of the rider has two components. There is a component which is directed towards the center of the circle (ac) and relates itself to the direction change and the other component is directed tangent (at) to the track and relates itself to the car's change in speed. This tangential component would be