Understanding Car Crashes—It's Basics Physics
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Lecture 10: Impulse and Momentum
ME 230 Kinematics and Dynamics Wei-Chih Wang Department of Mechanical Engineering University of Washington Kinetics of a particle: Impulse and Momentum Chapter 15 Chapter objectives • Develop the principle of linear impulse and momentum for a particle • Study the conservation of linear momentum for particles • Analyze the mechanics of impact • Introduce the concept of angular impulse and momentum • Solve problems involving steady fluid streams and propulsion with variable mass W. Wang Lecture 10 • Kinetics of a particle: Impulse and Momentum (Chapter 15) - 15.1-15.3 W. Wang Material covered • Kinetics of a particle: Impulse and Momentum - Principle of linear impulse and momentum - Principle of linear impulse and momentum for a system of particles - Conservation of linear momentum for a system of particles …Next lecture…Impact W. Wang Today’s Objectives Students should be able to: • Calculate the linear momentum of a particle and linear impulse of a force • Apply the principle of linear impulse and momentum • Apply the principle of linear impulse and momentum to a system of particles • Understand the conditions for conservation of momentum W. Wang Applications 1 A dent in an automotive fender can be removed using an impulse tool, which delivers a force over a very short time interval. How can we determine the magnitude of the linear impulse applied to the fender? Could you analyze a carpenter’s hammer striking a nail in the same fashion? W. Wang Applications 2 Sure! When a stake is struck by a sledgehammer, a large impulsive force is delivered to the stake and drives it into the ground. -
Impulse and Momentum
Impulse and Momentum All particles with mass experience the effects of impulse and momentum. Momentum and inertia are similar concepts that describe an objects motion, however inertia describes an objects resistance to change in its velocity, and momentum refers to the magnitude and direction of it's motion. Momentum is an important parameter to consider in many situations such as braking in a car or playing a game of billiards. An object can experience both linear momentum and angular momentum. The nature of linear momentum will be explored in this module. This section will discuss momentum and impulse and the interconnection between them. We will explore how energy lost in an impact is accounted for and the relationship of momentum to collisions between two bodies. This section aims to provide a better understanding of the fundamental concept of momentum. Understanding Momentum Any body that is in motion has momentum. A force acting on a body will change its momentum. The momentum of a particle is defined as the product of the mass multiplied by the velocity of the motion. Let the variable represent momentum. ... Eq. (1) The Principle of Momentum Recall Newton's second law of motion. ... Eq. (2) This can be rewritten with accelleration as the derivate of velocity with respect to time. ... Eq. (3) If this is integrated from time to ... Eq. (4) Moving the initial momentum to the other side of the equation yields ... Eq. (5) Here, the integral in the equation is the impulse of the system; it is the force acting on the mass over a period of time to . -
Optimum Design of Impulse Ventilation System in Underground
ering & ine M g a n n , E a Umamaheswararao Ind Eng Manage 2017, 6:4 l g a i e r m t s DOI: 10.4172/2169-0316.1000238 e u n d t n I Industrial Engineering & Management ISSN: 2169-0316 Research Article Open Access Optimum Design of Impulse Ventilation System in Underground Car Parking Basement by Using CFD Simulation Lakamana Umamaheswararao* Design and Development Engineer, Saudi Fan Industries, KSA Abstract The most significant development in car park ventilation design has been the introduction of Impulse Ventilation. It is an innovative alternative to traditional systems and provides a number of significant benefits. The ventilation of car parks is essential for removing vehicle exhausts Fumes and smoke in case of fire containing harmful pollutants. So design of impulse systems is usually proven by use of CFD (Computational Fluid Dynamic) analysis. In this study considered one of the car parking basement which is in Riyadh, Saudi Arabia and study was conducted by using ANSYS-Fluent. The field study was carried to collect the actual data of boundary conditions for CFD simulation. In this study, two Cases of jet fan smoke ventilation systems were considered, one has 8 jet fans according to the customer and another one has 11 jet fans which positions were changed accordingly. Base on the comparison of simulation data, ventilation system with 11 jet fans can help to improve the evacuation of fumes in the car parking area and it is also observed that the concentration of CO minimized within 15 minutes. Keywords: Impulse ventilation; CFD; AMC hospital; Jet fans The CFD model accounted for columns, beams, internal walls and other construction elements which could form an obstruction to the Introduction air flow as shown in Figure 1 and total car parking area is 3500 2m . -
Milton's Use of the Epic Simile in Paradise Lost
Loyola University Chicago Loyola eCommons Master's Theses Theses and Dissertations 1941 Milton's Use of the Epic Simile in Paradise Lost Francis Louis Martinsek Loyola University Chicago Follow this and additional works at: https://ecommons.luc.edu/luc_theses Part of the English Language and Literature Commons Recommended Citation Martinsek, Francis Louis, "Milton's Use of the Epic Simile in Paradise Lost" (1941). Master's Theses. 289. https://ecommons.luc.edu/luc_theses/289 This Thesis is brought to you for free and open access by the Theses and Dissertations at Loyola eCommons. It has been accepted for inclusion in Master's Theses by an authorized administrator of Loyola eCommons. For more information, please contact [email protected]. This work is licensed under a Creative Commons Attribution-Noncommercial-No Derivative Works 3.0 License. Copyright © 1941 Francis Louis Martinsek J3 MILTON'S USE OF THE EPIC SIMILE IN PARADISE -LOST by Francis Louis Martinsek, S.J. JUNE 1941 A THESIS SUBMITTED IN PARTIAL FULFILL~ffiNT OF THE REQUIREMENTS FOR THE DEGREE OF W~STER OF ARTS IN LOYOLA UNIVERSITY VITA AUCTORIS Francis L. ~~rtinsek, S.J., was born at Export, Pennsylvania, on November 12, 1912. He received his elementary training at Export Public Schools, and his high-school training at Export Junior High School and Trafford City High School. He entered Xavier University, Cincinnati, in 1932 and transferred to West Baden College of Loyola University in 1935, where he received his Bachelor of Arts degree in 1936. TABLE OF CONTENTS INTRODUCTION PAGE Purpose of Thesis; Method~ Procedure •••••••••••1 CHAPTER I The Familz ~~~Epic Simile •••••••••••••••~ CHAPTER II The Function£!~ Simile••••••••••••••••••••••!! CHAPTER III ~Epic Simile in Paradise Lost ••••••••••••••••~ CHAPTER IV The Epic Simile~ Milton's Style ••••••••••••••~ COl\fCLUSION •••••••••••••••••••••••••••••••••••••••••• •~ BIBLIOGRAPIIT • ••••••••••••••••••••••••••••••••••••••••§1_ L.D.S. -
EVALUATION of a COLLISION AVOIDANCE and MITIGATION SYSTEM (CAMS) on WINTER MAINTENANCE TRUCKS Research Administration Reference Number: OR17-103
EVALUATION OF A COLLISION AVOIDANCE AND MITIGATION SYSTEM (CAMS) ON WINTER MAINTENANCE TRUCKS Research Administration Reference Number: OR17-103 Prepared for Michigan Department of Transportation Division of Research 8885 Ricks Road Lansing, MI 48917 Prepared by Michigan State University Department of Civil and Environmental Engineering 428 South Shaw Lane East Lansing, MI 48824 Institute for Transportation Iowa State University 2711 South Loop Drive, Suite 4700 Ames, IA 50010 FreezePoint Consulting 179 University Circle Akron, OH SEPTEMBER 21, 2018 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. MDOT Project Manager OR 17-103 N/A Steven J. Cook, P.E. 4. Title and Subtitle 5. Report Date EVALUATION OF A COLLISION AVOIDANCE AND MITIGATION September 21, 2018 SYSTEM (CAMS) ON WINTER MAINTENANCE TRUCKS 6. Performing Organization Code N/A 7. Author(s) 8. Performing Organization Report No. Ali Zockaie, Ramin Saedi, Timothy Gates, Peter Savolainen, Bill Schneider, N/A Mehrnaz Ghamami, Rajat Verma, Fatemeh Fakhrmoosavi, Mohammad Kavianipour, MohammadHossein (Sam) Shojaei, Harprinderjot Singh, Jacob Warner, and Chao Zhou 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Michigan State University N/A 428 S. Shaw Lane 11. Contract or Grant No. East Lansing, Michigan 48824 2018-0060 11 (a). Authorization No. 12. Sponsoring Organization Name and Address 13. Type of Report and Period Covered Michigan Department of Transportation Final Report Research Administration 10/01/2017 to 09/30/2018 8885 Ricks Rd. P.O. Box 30049 14. Sponsoring Agency Code Lansing, Michigan 48909 N/A 15. Supplementary Notes Conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. -
Kentucky Traffic Collision Facts Report Includes a Lot of Vital Information and Statistics Regarding Auto Collisions That Occurred on Our Commonwealth’S Roadways
2019 REPORT Do you need access to data or advice from a traffic safety expert? If you’d like to ask for help with your project, check out the Kentucky Traffic Data Services. KTSDS.ktc.uky.edu Photos and other images created by the Kentucky Transportation Center or licensed with credits under a standard perpetual license agreement through iStock.com in partnership with Getty Images(US), Inc. Dear Kentuckians: Being transparent is a top priority for my administration, and one way to be transparent is to share available data. The 2019 Kentucky Traffic Collision Facts report includes a lot of vital information and statistics regarding auto collisions that occurred on our commonwealth’s roadways. This report should serve as a reminder to all of us that it is our individual responsibility every time we get behind the wheel to demonstrate the skill and knowledge of safe driving in order to keep ourselves and our fellow Kentuckians safe from harm while operating a vehicle. Unfortunately, I am sad to report our commonwealth lost 732 Kentuckians in 2019 to auto collisions; of which 289 were under the influence of drugs and 135 were under the influence of alcohol. They are people who are truly missed by their family and their friends. These lives lost should reinforce our resolve to do our best every day to protect those around us on the roadways. I want to remind all motorists whether they are new to the road or a seasoned driver to follow these safe practices: • Never text and drive • Don’t operate a vehicle under the influence of any substance • Always buckle up • Observe speed limits By holding ourselves accountable and working together, we will save lives and make our roadways safer for all Kentuckians and visitors to our great commonwealth. -
UAS Ground Collision Severity Evaluation Revision 2
Final Report for the FAA UAS Center of Excellence Task A4: UAS Ground Collision Severity Evaluation Revision 2 Mr. David Arterburn, Principal Investigator – [email protected] Director, Rotorcraft Systems Engineering and Simulation Center The University of Alabama in Huntsville Dr. Mark Ewing – [email protected] Associate Professor and Director of the Flight Research Laboratory The University of Kansas Dr. Raj Prabhu – [email protected] Professor, Department of Agricultural and Biological Engineering Mississippi State University Dr. Feng Zhu – [email protected] Assistant Professor, Mechanical Engineering Department Embry-Riddle Aeronautical University Dr. David Francis – [email protected] Post-Doctoral Researcher, Center for Advanced Vehicular Systems Mississippi State University SECURITY STATEMENT: There is no classified or proprietary information in this report. DISTRIBUTION A: Distribution is unlimited 1 Legal Disclaimer The information provided herein may include content supplied by third parties. Although the data and information contained herein has been produced or processed from sources believed to be reliable, the Federal Aviation Administration makes no warranty, expressed or implied, regarding the accuracy, adequacy, completeness, legality, reliability or usefulness of any information, conclusions or recommendations provided herein. Distribution of the information contained herein does not constitute an endorsement or warranty of the data or information provided herein by the Federal Aviation Administration or the U.S. Department of Transportation. Neither the Federal Aviation Administration or the U.S. Department of Transportation shall be held liable for any improper or incorrect use of the information contained herein and assumes no responsibility for anyone’s use of the information. The Federal Aviation Administration and U.S. -
Impulse Response of Civil Structures from Ambient Noise Analysis by German A
Bulletin of the Seismological Society of America, Vol. 100, No. 5A, pp. 2322–2328, October 2010, doi: 10.1785/0120090285 Ⓔ Short Note Impulse Response of Civil Structures from Ambient Noise Analysis by German A. Prieto, Jesse F. Lawrence, Angela I. Chung, and Monica D. Kohler Abstract Increased monitoring of civil structures for response to earthquake motions is fundamental to reducing seismic risk. Seismic monitoring is difficult because typically only a few useful, intermediate to large earthquakes occur per decade near instrumented structures. Here, we demonstrate that the impulse response function (IRF) of a multistory building can be generated from ambient noise. Estimated shear- wave velocity, attenuation values, and resonance frequencies from the IRF agree with previous estimates for the instrumented University of California, Los Angeles, Factor building. The accuracy of the approach is demonstrated by predicting the Factor build- ing’s response to an M 4.2 earthquake. The methodology described here allows for rapid, noninvasive determination of structural parameters from the IRFs within days and could be used for state-of-health monitoring of civil structures (buildings, bridges, etc.) before and/or after major earthquakes. Online Material: Movies of IRF and earthquake shaking. Introduction Determining a building’s response to earthquake an elastic medium from one point to another; traditionally, it motions for risk assessment is a primary goal of seismolo- is the response recorded at a receiver when a unit impulse is gists and structural engineers alike (e.g., Cader, 1936a,b; applied at a source location at time 0. Çelebi et al., 1993; Clinton et al., 2006; Snieder and Safak, In many studies using ambient vibrations from engineer- 2006; Chopra, 2007; Kohler et al., 2007). -
Actions for Flood Resilient Homes: Pumping Guidance
Actions for Flood Resilient Homes: Pumping Guidance If dry floodproofing methods fail during a large storm or you’ve chosen wet floodproofing, you may end up with a significant amount of water in your basement. Though your impulse may be to remove the water as soon as possible, it’s important to remember that moving too quickly may cause structural damage to your home. Even though flood waters may have receded, there is still water in the ground that may be exerting force against your basement walls. If that force is greater than the force of water inside your basement, the foundation, basement walls, or floors may rupture or crack. Before flood action During flood action After flood action Pumping procedure—when and how much to pump If you need to pump water out of your basement or house, the Federal Emergency Management Agency (FEMA) recommends taking the following steps to avoid serious damage to your home. 1. Begin pumping only when floodwaters are no longer covering the ground outside. 2. Pump out 1 foot of water, mark the water level, and wait overnight. 3. Check the water level the next day. If the level rose to the previous mark, it is still too early to drain the basement. 4. Wait 24 hours, pump the water down 1 foot, and mark the water level. Check the level the next day. 5. When the water level stops returning to your mark, pump out 2 to 3 feet and wait overnight. Repeat this process daily until all of the water is out of the basement. -
High Temperatures Predicted in the Granitic Basement of Northwest Alberta - an Assessment of the Egs Energy Potential
PROCEEDINGS, Thirty-Ninth Workshop on Geothermal Reservoir Engineering Stanford University, Stanford, California, February 24-26, 2014 SGP-TR-202 HIGH TEMPERATURES PREDICTED IN THE GRANITIC BASEMENT OF NORTHWEST ALBERTA - AN ASSESSMENT OF THE EGS ENERGY POTENTIAL Jacek Majorowicz1*, Greg Nieuwenhuis1, Martyn Unsworth1, Jordan Phillips1 and Rebecca Verveda1 1University of Alberta Department of Physics, Canada *email: [email protected] Keywords: Heat flow, EGS, Alberta, Canada ABSTRACT Northwest Alberta is characterized by high subsurface temperatures that may represent a significant geothermal resource. In this paper we present new data that allows us to make predictions of the temperatures that might be found within the crystalline basement rocks. In this region the Western Canada Sedimentary Basin (WCSB) is composed of up to 3 km of Phanerozoic sedimentary rocks with low thermal conductivity, which act as a thermal blanket. Commercial well-logging data was cleaned of erroneous data and corrected for paleoclimatic effects to give an average geothermal gradient of 35 K per km, and maximum geothermal gradients reaching 50K per km. These gradients, along with a thermal conductivity model of sedimentary rocks, were then used to estimate heat flow across the unconformity at the base of the WCSB. The calculations assumed a heat generation of 0.5 µW/m3 within the sedimentary rocks. Estimation of temperatures within the crystalline basement rocks requires knowledge of the thermal conductivity (TC) and heat generation (HG) of these rocks. These are mainly granitic Precambrian rocks. Thermal conductivity (TC) and heat generation (HG) of the basement rocks were measured on samples recovered from hundreds of wells that sampled the Pre-Cambrian basement rocks. -
Kinematics, Impulse, and Human Running
Kinematics, Impulse, and Human Running Kinematics, Impulse, and Human Running Purpose This lesson explores how kinematics and impulse can be used to analyze human running performance. Students will explore how scientists determined the physical factors that allow elite runners to travel at speeds far beyond the average jogger. Audience This lesson was designed to be used in an introductory high school physics class. Lesson Objectives Upon completion of this lesson, students will be able to: ஃ describe the relationship between impulse and momentum. ஃ apply impulse-momentum theorem to explain the relationship between the force a runner applies to the ground, the time a runner is in contact with the ground, and a runner’s change in momentum. Key Words aerial phase, contact phase, momentum, impulse, force Big Question This lesson plan addresses the Big Question “What does it mean to observe?” Standard Alignments ஃ Science and Engineering Practices ஃ SP 4. Analyzing and interpreting data ஃ SP 5. Using mathematics and computational thinking ஃ MA Science and Technology/Engineering Standards (2016) ஃ HS-PS2-10(MA). Use algebraic expressions and Newton’s laws of motion to predict changes to velocity and acceleration for an object moving in one dimension in various situations. ஃ HS-PS2-3. Apply scientific principles of motion and momentum to design, evaluate, and refine a device that minimizes the force on a macroscopic object during a collision. ஃ NGSS Standards (2013) HS-PS2-2. Use mathematical representations to support the claim that the total momentum of a system of objects is conserved when there is no net force on the system. -
7.1 the Impulse-Momentum Theorem
7.1 The Impulse-Momentum Theorem TRSP Fig. 7-1b: Force on a baseball. Definition of Impulse: the impulse of a force is the product of the average force F and the time interval ∆t during which the force acts: Impulse = F ∆t (7.1) Impulse is a vector quantity and has the same direction as the average force. SI Unit of Impulse: newton second ( N s) · · Definition of Linear Momentum: the linear momen- tum −→p of an object is the product of the object’s mass m and velocity −→v : −→p = m−→v (7.2) TRSP Fig. 7.4: average force and velocity change v v0 −→f −−→ a = ∆t v v0 mv mv0 −→f −−→ −→f −−−→ From N2: F = m ∆t = ∆t (7.3) Ã ! Impulse-Momentum Theorem: When a net force acts on an object, the impulse of the net force is equal to the change in momentum of the object: F ∆t = mv mv (7.4) −→f − −→0 Impulse = Change in momentum Ex.1:Hittingabaseball(mass,m =0.14 kg), initially −v→0 = 38 m/ s, −v→f =58m/ s, ∆t =1.6 3 − × 10− s (a) impulse = mv mv −→f − −→0 m =0.14 kg [58 m/ s ( 38 m/ s)] = . 14 ( kg) 96.0 s = m − − 13. 44 ( kg) s m impulse 13. 44( kg) s m (b) F = ∆t = 3 = 8400.0(kg) 2 or 1.6 10− s s N × Ex.2: Rain Storm: v = 15 m/ s, rate of rain is 0.060 kg/ s. Find aver- −→0 − ageforceonthecarifraindropscometorest. average force on the rain m−v→f −m−v→0 m F = − = v0 ∆t − ∆t −→ ³ ´ =0.060 kg/ s 15 m/ s= .