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Example research essay topic: Play An Important Role Five Hundred - 1,837 words

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... sly mentioned. Also low tyre pressures below 20 psi (pounds per square inch) can be run to squat the tyre down onto the road and form a larger footprint. However with lower tyre pressures there is less force holding the tyre in shape. When under extreme force in the horizontal plane (such as in cornering) the rubber will elastically deform and cause heat to be generated. This heat is advantageous in that it causes a physical change in the rubber and it becomes soft and sticky.

This translates into better grip. Though this only occurs to a certain extent. Once the tyre reacher's a very high temperature (well over the peak operating temperature of one hundred degrees centigrade) the tyre overheats this is when resins that help to bond the rubber become liquefied and the centrifugal force of the tyre rotating at high velocity forces the resins to come to the tread or surface of the tyre. These resins then act as a lubricant between the tyre tread and the road. This causes a loss in the coefficient of friction and consequently a loss of control and time.

Stress = Force Surface Area Where: Stress, is the amount of force that can be put through the wheel without breaking the friction force Force is the energy that is put onto the tyre by inertia. Surface area is the footprint of the tyre. If the tyre is over inflated it will form a peak in the centre of its circumference meaning a smaller footprint and lower stress. The tyre will be stiffer in construction and will not elastically deform as much thus not generating as much heat. However the tyre will only roll around this narrow circumference. This causes an excess of force exerted on a small area of the tread, this area will become very hot due to the friction on this area.

The resins then will act as a lubricant as explained previously and reduce the coefficient of friction. This localised heat will cause an even greater peak in the tyre as air expands under heat causing more pressure and more over inflation of the tyre. This can be over come by running nitrogen gas in the tyre as nitrogen expands less than air under heat. This means that the stress will suffer less from a rise in temperature. The next method is to keep the entire tyre on the road surface at one time, increasing the stress and in turn the friction.

When under cornering the inertia of the vehicle is that it will want to continue to move in the straight line that it was previously travelling in (Newtons 1 st law: A body stationary or moving with constant velocity will continue to do so unless acted on by a force). So the force of the inertia will attempt to slide the tyre across the road surface to continue moving along the straight path. However the friction of the tyre is such that it will resist this force. This will transfer the force onto the outside tyres, increasing the normal force and hence generation more friction in those tyres. If the force of the inertia is so great it will form a resultant force that will rotate around the outside wheels. This means that the vehicle will attempt roll over around the tyre.

The tyre will then be lifted up off the road causing a reduction in the surface area or footprint; this can result in two outcomes. Table depiction the forces acting on the vehicle under cornering. Outcome 1: the tyre will have less friction force and thus will lose traction on the road and slide allowing the inertia to continue its movement but at a lowered rate. Outcome 2: if the friction generated by the tyre is so great that the inertia force will continue to rotate the vehicle around the tyre until the inertia force is lowered by a change in direction or until the vehicle literally rolls past a vertical axis on rolls over and finishes on its side or upside down. This problem is overcome by softening of the chassis.

This allows the chassis to flex or elastically deform giving a defection angle to the axle this will keep the outmost tyre in full contact will the road surface whilst remaining relatively horizontally aligned or flat on the road. The next method is to run negative camber. Camber is the angle of the wheel relative to a perpendicular of the ground. When travelling in a straight line this means only a small portion of the tyres tread will come in contact with the road, this does not play an important role as little if any horizontal force is acting on the tyre when travelling in a straight line. None the less the benefits of negative camber do not come into play until cornering occurs. As we saw previously the inertia will attempt to roll the vehicle around the outside tyre.

When negative camber is used the vehicle will roll up onto the tyre giving full tread contact with the road meaning more traction which in turn means the turn can be taken at a higher speed. The slight disadvantage of running negative camber is that the inside tyre will barely have any tread touching the road surface. This does not play an important role as the inertia places most of the load onto the outside tyres. Wet tyres: Are the same as slick tyres with two exceptions: 1) They have grooves in the tread. 2) They are made of a softer compound rubber. In racing wet weather tyres are used, as their namesakes suggests, in wet weather conditions. This is because they offer the best grip in wet conditions.

Yet they also may be used in snowy or icy conditions! Why do wet weathers work best in wet conditions? Well lets start with why slicks are not used in wet weather. Slick tyres are not used in wet weather conditions because as water forms on the road surface the surface tension is such that the tyre will be unable to break this force and will ride up on top of the water causing a loss in the coefficient of friction to a point where nearly no friction is present. The water will act as a lubricant between the road and the tyre. This is called Aquaplaning.

When aquaplaning occurs an instant loss of friction between the tyre and the road occurs. This loss of traction can occur at any speed, as low as 2 kilometres per hour or it can occur at over five hundred kilometres per hour. This loss of traction means loss of control, and the inertial forces on a vehicle at five hundred kilometres per hour with no friction from the tyres opposing it can means catastrophic problem the inertia will drive the vehicle out of control and straight ahead off the track trying to continue on its original path as in newtons first law. Once aquaplaning occurs it is nearly impossible to reverse or correct even in the most capable, talented and experienced hands as there is not much a driver can do to regain the frictional forces. Wet weathers tyres are used because the grooves in the tyre allow water to be pumped out from under the tyre at over 300 litres of water per minute, enough to literally dry the road. This enables the rubber to gain some if very reduced contact with the road and hence gain some coefficient of friction...

When the rubber comes in contact with the road it generates friction. This friction as in slick tyres generates grip. Now how do we generate enough heat to make the wet tyres hot and sticky, if there isnt enough surface friction? The answer is in elastic deformation. When the wet tyre has force exerted on it under cornering the rubber blocks formed by the grooves in the tyre grip on the road and the vehicle stretches over the top of them. Then when a loss of friction occurs the block will move back into its original position and condition this contraction forms heat.

This elastic deformation happens at hundreds of times per second. This generates enough heat to enable the tyre to become hot and sticky generating a greater coefficient of friction. A by-product of this heat is that it helps to evaporate the water and dry the road. It is not uncommon for wet weather tyres to be steaming or totally dry after a race or session. A softer rubber compound is easier to elastically deform and therefore will generate more heat more quickly meaning more grip. A downside to this is that they will wear much faster then harder compound tyres, as it is easier for the road to shear off rubber particles.

This may cause a problem with wet weather tyres if the road dries to much as they will deteriorate extremely quickly and get extremely hot enough to bring out the resins as in the slick tyres. In the wet however due to the cooling effect of the water this does not occur and a very soft compound is used to gain optimum heat and coefficient of friction. This is why during a drying race it is very common to see drivers deliberately driving over the wet part of the track. This is to literally cool down their tyres. If wet weather tyres were to be used in the dry the rubber blocks would shear away very quickly as they would bite (grip) the road and deteriorate as they are very soft compound. Also wet weather tyres have a smaller footprint than slick tyres.

This means that they will generate less coefficient of friction and less stress and grip as they do not have the same amount of surface area in contact with the road and will slide a lot easier. With wet weather tyres there are two main theories on tyre pressures: The first and more commonly used theory is that using high tyre pressures will cause the tyre to expand and injury will open up the grooves allowing more water to be pumped out and dry the road even more. Meaning better contact which means greater coefficient of friction, which creates more heat and grip. The second theory is that running lower tyre pressures softens up the construction of the tyre and allows the rubber blocks to be elastically deformed to a greater extent and generate more heat and thus more coefficient of friction. In Slick and wet tyres the objective is to gain the greatest amount of friction. Since we cannot change the normal force this is done by inertia, we try to obtain the greatest coefficient of friction.

Slicks in dry conditions do this by having the greatest footprint and stress area, wets weathers do this in wet conditions by clearing the lubricating water off the road to gain some contact with the ground so that some coefficient of friction is obtained.


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Research essay sample on Play An Important Role Five Hundred

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