Rotational Kinematics lab

-
Image
1. Use the velocity components to determine the direction of the velocity vector. Is it in the expected direction? 1. From the x-t and y-t images, the two curves show a sine and cosine relationship, indicating that the object is in uniform circular motion. Since position over time behaves as a sine and cosine function, this means that the velocity is their derivative, and the direction of the velocity is always perpendicular to the direction of the radius, so the velocity vector varies in the tangential direction, which is consistent with the theory of circular motion. The formula used to calculate speed 2. Analyze enough different points in the same video to make a graph of the speed of a point as a function of distance from the axis of rotation. What quantity does the slope of this graph represent? In this experiment, we investigated the relationship between radius, linear velocity and acceleration in uniform circular motion by analyzing the motion of three different points on a r...
Post a Comment

Inclined track experiment

-

 

Data obtained in the classroom




Formula for finding velocity and how to find efficiency


To analyze the energy efficiency of the magnetic bumper, we conducted multiple trials using a cart released from various heights on an inclined track. By measuring the initial and rebound heights of the cart, we were able to determine its velocity before and after the collision using the equation v=2ghv = \sqrt{2gh}. The energy efficiency of the bumper was then calculated using the ratio of the final to initial kinetic energy, given by Efficiency=(v2v1)2



Date

Analyze

The efficiency of the magnetic bumper was found to be between 72% and 78%, indicating that about 22%–28% of the mechanical energy is lost during the collision. This loss is likely due to friction, deformation of the bumper, and air resistance. The data also show a slight trend: as the initial velocity increases, the efficiency slightly decreases, which may suggest greater energy loss at higher impact forces.

From the graphs, it can be seen that there is a slight decrease in efficiency as the initial velocity increases. This indicates that the higher the impact velocity, the more energy is lost, which may be due to increased deformation or rebound damping

Conclusion


In summary, the magnetic bumper is moderately efficient, preserving about three-quarters of the cart's kinetic energy after impact. The energy losses we observed in our experiments highlight how mechanical systems, especially those involved in collisions, dissipate energy in the form of sound, heat, or permanent deformation that is difficult to recover.

The inclined orbit device proved to be a convenient way to measure energy efficiency. Since we were able to calculate velocity from height alone, the reliance on video analysis and timing tools was minimized. However, it must be recognized that the inclined orbit creates friction, which may slightly reduce the measured efficiency compared to an ideal frictionless situation.

Our method is more straightforward in estimating energy changes using potential energy than the horizontal orbit method used for odd-numbered tables, but is slightly less accurate in isolating bumper performance alone. In summary, our data provide clear and consistent estimates of bumper efficiency and emphasize the role of friction and impact velocity in energy dissipation.





Comments

Post a Comment

Popular posts from this blog

Angular Velocity Lab

-
Image
  Analysis In this experiment, we analyze the energy conversion process of the system by comparing the experimentally measured velocity with the theoretically predicted velocity. In the experiment, we used the displacement 𝑥 and time t to estimate the terminal velocity of the falling object using the equation: The theoretical predicted velocity is derived using an energy conservation model, calculated as: where m is the mass of the suspended weight (0.1 kg), h is the drop height, r is the radius of the wire wrap, and I is the moment of inertia of the disk (estimated at 0.0014 kg-m²). We performed a comparative analysis using three different radius values to calculate the predicted velocities for each case and compared them to the velocities measured in the experiments to assess the accuracy of the model and the sources of error. Conclusion By comparing the experimentally measured velocities with the theoretical predictions, we find that the predicted velocities are generally sligh...
Read more

Frictional Force

-
Image
  Data collected from the experiment The formula to calculate the normal force and friction force is Predicted Friction Force Mass change graphs and tables tables graphs In the graph above, the orange line represents the predicted relationship f k = μ k N f_k = \mu_k N f k ​ = μ k ​ N , using a theoretical coefficient of kinetic friction μ k = 0.4 \mu_k = 0.4 μ k ​ = 0.4 . The experimental data yields a fitted slope of approximately 0.8911, indicating that the actual friction observed in our experiment was significantly higher than the expected value. Hight change graphs and tables tables graphs In the height-changing trial, the measured coefficient of kinetic friction was μₖ ≈ 0.315 , with a high linearity of R² = 0.9574 . This closely matches the predicted value of μₖ = 0.4 , supporting the direct proportionality between kinetic friction and normal force. Uncertainty To evaluate the uncertainty in our experimental method, we conducted four repeated trials at the same setup. The s...
Read more

Second Project

-
 In our group, it was just me, Venessa, so both Vanessa and I had a very heavy workload. Venessa used 3D printing to create the parts of the car and recorded video of the car moving and differentiated between the video and the physical modeling programmed into the computer. I built the physical model and used the conservation of energy and Newton's second law to come up with formulas for the linear acceleration and maximum speed and used these to create a program to simulate our car. The final slides were made by me and Vanessa.
Read more