Saturday, 21 November 2015

Fuel injector

What is a fuel Injector?
By: Don Bowman
How do fuel injectors work?
Fuel Injectors
Fuel injectors are small electro-mechanical devices that are used to spray fuel into the intake manifold directly in front of the intake valve. The injector has a final high micron filter in the top inlet side and small hypodermic-sized holes on the bottom for the atomizing of fuel. The fuel acts as a lubricating agent for the injector. Water in the fuel is extremely damaging to the injectors due to the fact that it displaces the lubricating properties of the fuel.
Injectors open and close at the same rpm as the engine. This equates to more than 138,000 times an hour. Fuel injectors are subject to carbon and dirt introduced by a bad air cleaner element. The type of fuel used and the grade as well as the additives directly effect the life expectancy of the injectors. The computer controls the fuel injectors. They have power continuously when the key is turned on. In essence, the computer grounds the injector, completing the circuit and causing the injector to open. When the ground is removed, the injector closes. The computer, after receiving information from the various sensors, determines the length of time the injectors need to be grounded to inject the correct amount of fuel given the demand.
Fuel Injector Cut Away
The average fuel injector duty-cycle is measured in terms of milliseconds. The average is 1.5 to 6 milliseconds. Fuel injectors come in different sizes depending on the cubic inches and power demands of the engine. There are two basic types of fuel injectors. The first is the oldest version, which is the throttle body injection. This essentially is a system where one or two fuel injectors are located in the throttle body itself. They supply all the cylinders with a metered amount of fuel misted into the intake manifold. This charges the intake and the intake valve draws the fuel into the cylinder. This system was the most widely used system. More efficient than a carburetor, since it could adjust to air density and altitude and was not reliant on manifold vacuum, it was not as efficient as direct individual port-type fuel injection. The reason for this is that the cylinders closest to the injectors had a better mixture than the ones farthest away. Individual port type injection has eliminated this flaw by injecting the same amount of fuel to each cylinder.
Fuel Injector Cut Away GM
***Remember*** to check for other relevant information in the columns and article tables.













Fuel injection is a system for admitting fuel into an internal combustion engine. It has become the primary fuel delivery system used in automotive engines, having replaced carburetors during the 1980s and 1990s. A variety of injection systems have existed since the earliest usage of the internal combustion engine.
The primary difference between carburetors and fuel injection is that fuel injection atomizes the fuel by forcibly pumping it through a small nozzle under high pressure, while a carburetor relies on suction created by intake air accelerated through a Venturi tube to draw the fuel into the airstream.
Modern fuel injection systems are designed specifically for the type of fuel being used. Some systems are designed for multiple grades of fuel (using sensors to adapt the tuning for the fuel currently used). Most fuel injection systems are for gasoline or diesel applications.
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Fuel rail connected to the injectors that are mounted just above the intake manifold on a four-cylinder engine.
The functional objectives for fuel injection systems can vary. All share the central task of supplying fuel to the combustion process, but it is a design decision how a particular system is optimized. There are several competing objectives such as:
  • Power output
  • Fuel efficiency
  • Emissions performance
  • Ability to accommodate alternative fuels
  • Reliability
  • Driveability and smooth operation
  • Initial cost
  • Maintenance cost
  • Diagnostic capability
  • Range of environmental operation
  • Engine tuning
The modern digital electronic fuel injection system is more capable at optimizing these competing objectives consistently than earlier fuel delivery systems (such as carburetors). Carburetors have the potential to atomize fuel better (see Pogue and Allen Caggiano patents).

Electronic injection

The first commercial electronic fuel injection (EFI) system was Electrojector, developed by the Bendix Corporation and was offered by American Motors Corporation (AMC) in 1957.[9][10] The Rambler Rebel, showcased AMC's new 327 cu in (5.4 L) engine. The Electrojector was an option and rated at 288 bhp (214.8 kW).[11] The EFI produced peak torque 500 rpm lower than the equivalent carburetored engine[7] The Rebel Owners Manual described the design and operation of the new system.[12] (due to cooler, therefore denser, intake air[citation needed]). The cost of the EFI option was US$395 and it was available on 15 June 1957.[13] Electrojector's teething problems meant only pre-production cars were so equipped: thus, very few cars so equipped were ever sold[14] and none were made available to the public.[15] The EFI system in the Rambler ran fine in warm weather, but suffered hard starting in cooler temperatures.[13]
Chrysler offered Electrojector on the 1958 Chrysler 300D, DeSoto Adventurer, Dodge D-500 and Plymouth Fury, arguably the first series-production cars equipped with an EFI system. It was jointly engineered by Chrysler and Bendix. The early electronic components were not equal to the rigors of underhood service, however, and were too slow to keep up with the demands of "on the fly" engine control. Most of the 35 vehicles originally so equipped were field-retrofitted with 4-barrel carburetors. The Electrojector patents were subsequently sold to Bosch.
Bosch developed an electronic fuel injection system, called D-Jetronic (D for Druck, German for "pressure"), which was first used on the VW 1600TL/E in 1967. This was a speed/density system, using engine speed and intake manifold air density to calculate "air mass" flow rate and thus fuel requirements. This system was adopted by VW, Mercedes-Benz, Porsche, Citroën, Saab, and Volvo. Lucas licensed the system for production with Jaguar. Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some cars (such as the Volvo 164) continued using D-Jetronic for the following several years. In 1970, the Isuzu 117 Coupé was introduced with a Bosch-supplied D-Jetronic fuel injected engine sold only in Japan.
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Chevrolet Cosworth Vega engine showing Bendix electronic fuel injection (in orange).
The Cadillac Seville was introduced in 1975 with an EFI system made by Bendix and modelled very closely on Bosch's D-Jetronic. L-Jetronic first appeared on the 1974 Porsche 914, and uses a mechanical airflow meter (L for Luft, German for "air") that produces a signal that is proportional to "air volume". This approach required additional sensors to measure the atmospheric pressure and temperature, to ultimately calculate "air mass". L-Jetronic was widely adopted on European cars of that period, and a few Japanese models a short time later.
In Japan, the Toyota Celica used electronic, multi-port fuel injection in the optional 18R-E engine in January 1974.[16] Nissan offered electronic, multi-port fuel injection in 1975 with the Bosch L-Jetronic system used in the Nissan L28E engine and installed in the Nissan Fairlady Z, Nissan Cedric, and the Nissan Gloria. Toyota soon followed with the same technology in 1978 on the 4M-E engine installed in the Toyota Crown, the Toyota Supra, and the Toyota Mark II. In the 1980s, the Isuzu Piazza, and the Mitsubishi Starion added fuel injection as standard equipment, developed separately with both companies history of diesel powered engines. 1981 saw Mazda offer fuel injection in the Mazda Luce with the Mazda FE engine, and in 1983, Subaru offered fuel injection in the Subaru EA81 engine installed in the Subaru Leone. Honda followed in 1984 with their own system, called PGM-FI in the Honda Accord, and the Honda Vigor using the Honda ES3 engine.
The limited production Chevrolet Cosworth Vega was introduced in March 1975 using a Bendix EFI system with pulse-time manifold injection, four injector valves, an electronic control unit (ECU), five independent sensors and two fuel pumps. The EFI system was developed to satisfy stringent emission control requirements and market demands for a technologically advanced responsive vehicle. 5000 hand-built Cosworth Vega engines were produced but only 3,508 cars were sold through 1976.[17]
In 1980, Motorola introduced the first electronic engine control unit, the EEC III.[18] Its integrated control of engine functions (such as fuel injection and spark timing) is now the standard approach for fuel injection systems.

Development in gasoline/petrol engines

Mechanical injection

In the 1940s, hot rodder Stuart Hilborn offered mechanical injection for racers, salt cars, and midgets.[6]
One of the first commercial gasoline injection systems was a mechanical system developed by Bosch and introduced in 1952 on the Goliath GP700 and Gutbrod Superior 600. This was basically a high-pressure diesel direct-injection pump with an intake throttle valve set up. (Diesels only change the amount of fuel injected to vary output; there is no throttle.) This system used a normal gasoline fuel pump, to provide fuel to a mechanically driven injection pump, which had separate plungers per injector to deliver a very high injection pressure directly into the combustion chamber.
The 1954 Mercedes-Benz W196 Formula 1 racing car engine used Bosch direct injection derived from wartime aero engines. The same engine was used in the Mercedes-Benz 300SLR famously driven by Stirling Moss to victory in the 1955 Mille Miglia.
Chevrolet introduced a mechanical fuel injection option, made by General Motors' Rochester Products division, for its 283 V8 engine in 1956 (1957 US model year). This system directed the inducted engine air across a "spoon shaped" plunger that moved in proportion to the air volume. The plunger connected to the fuel metering system that mechanically dispensed fuel to the cylinders via distribution tubes. This system was not a "pulse" or intermittent injection, but rather a constant flow system, metering fuel to all cylinders simultaneously from a central "spider" of injection lines. The fuel meter adjusted the amount of flow according to engine speed and load, and included a fuel reservoir, which was similar to a carburetor's float chamber. With its own high-pressure fuel pump driven by a cable from the distributor to the fuel meter, the system supplied the necessary pressure for injection. This was a "port" injection where the injectors are located in the intake manifold, very near the intake valve.
During the 1960s, other mechanical injection systems such as Hilborn were occasionally used on modified American V8 engines in various racing applications such as drag racing, oval racing, and road racing.[7] These racing-derived systems were not suitable for everyday street use, having no provisions for low speed metering, or often none even for starting (starting required that fuel be squirted into the injector tubes while cranking the engine). However they were a favorite in the aforementioned competition trials in which essentially wide-open throttle operation was prevalent. Constant-flow injection systems continue to be used at the highest levels of drag racing, where full-throttle, high-RPM performance is key.[8]
Another mechanical system, made by Bosch called Jetronic, but injecting the fuel into the port above the intake valve, was used by several European car makers, particularly Porsche from 1969 until 1973 in the 911 production range and until 1975 on the Carrera 3.0 in Europe. Porsche continued using this system on its racing cars into the late seventies and early eighties. Porsche racing variants such as the 911 RSR 2.7 & 3.0, 904/6, 906, 907, 908, 910, 917 (in its regular normally aspirated or 5.5 Liter/1500 HP Turbocharged form), and 935 all used Bosch or Kugelfischer built variants of injection. The early Bosch Jetronic systems were also used by Audi, Volvo, BMW, Volkswagen, and many others. The Kugelfischer system was also used by the BMW 2000/2002 Tii and some versions of the Peugeot 404/504 and Lancia Flavia. Lucas also offered a mechanical system that was used by some Maserati, Aston Martin, and Triumph models between 1963 and 1973.
A system similar to the Bosch inline mechanical pump was built by SPICA for Alfa Romeo, used on the Alfa Romeo Montreal and on U.S. market 1750 and 2000 models from 1969 to 1981. This was designed to meet the U.S. emission requirements with no loss in performance and it also reduced fuel consumption.









EFI gasoline engine components

Note: These examples specifically apply to a modern EFI gasoline engine. Parallels to fuels other than gasoline can be made, but only conceptually.
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Animated cut through diagram of a typical fuel injector. Click to see animation.
  • Injectors
  • Fuel Pump
  • Fuel Pressure Regulator
  • Engine control unit
  • Wiring Harness
  • Various Sensors (Some of the sensors required are listed here.)
·         Crank/Cam Position: Hall effect sensor
·         Airflow: MAF sensor, sometimes this is inferred with a MAP sensor
·         Exhaust Gas Oxygen: oxygen sensor, EGO sensor, UEGO sensor

Engine control unit

Main article: engine control unit
The engine control unit is central to an EFI system. The ECU interprets data from input sensors to, among other tasks, calculate the appropriate amount of fuel to inject.

Fuel injector

When signalled by the engine control unit the fuel injector opens and sprays the pressurised fuel into the engine. The duration that the injector is open (called the pulse width) is proportional to the amount of fuel delivered. Depending on the system design, the timing of when injector opens is either relative each individual cylinder (for a sequential fuel injection system), or injectors for multiple cylinders may be signalled to open at the same time (in a batch fire system).


Single-point injection

Single-point injection uses a single injector at the throttle body (the same location as was used by carburetors).
It was introduced in the 1940s in large aircraft engines (then called the pressure carburetor) and in the 1980s in the automotive world (called Throttle-body Injection by General Motors, Central Fuel Injection by Ford and EGI by Mazda). Since the fuel passes through the intake runners (like a carburetor system), it is called a "wet manifold system".
The justification for single-point injection was low cost. Many of the carburetor's supporting components- such as the air cleaner, intake manifold, and fuel line routing- could be reused. This postponed the redesign and tooling costs of these components. Single-point injection was used extensively on American-made passenger cars and light trucks during 1980-1995, and in some European cars in the early and mid-1990s.

Continuous injection

In a continuous injection system, fuel flows at all times from the fuel injectors, but at a variable flow rate. This is in contrast to most fuel injection systems, which provide fuel during short pulses of varying duration, with a constant rate of flow during each pulse. Continuous injection systems can be multi-point or single-point, but not direct.
The most common automotive continuous injection system is Bosch's K-Jetronic, introduced in 1974. K-Jetronic was used for many years between 1974 and the mid-1990s by BMW, Lamborghini, Ferrari, Mercedes-Benz, Volkswagen, Ford, Porsche, Audi, Saab, DeLorean, and Volvo. Chrysler used a continuous fuel injection system on the 1981-1983 Imperial.
In piston aircraft engines, continuous-flow fuel injection is the most common type. In contrast to automotive fuel injection systems, aircraft continuous flow fuel injection is all mechanical, requiring no electricity to operate. Two common types exist: the Bendix RSA system, and the TCM system. The Bendix system is a direct descendant of the pressure carburetor. However, instead of having a discharge valve in the barrel, it uses a flow divider mounted on top of the engine, which controls the discharge rate and evenly distributes the fuel to stainless steel injection lines to the intake ports of each cylinder. The TCM system is even more simple. It has no venturi, no pressure chambers, no diaphragms, and no discharge valve. The control unit is fed by a constant-pressure fuel pump. The control unit simply uses a butterfly valve for the air, which is linked by a mechanical linkage to a rotary valve for the fuel. Inside the control unit is another restriction, which controls the fuel mixture. The pressure drop across the restrictions in the control unit controls the amount of fuel flow, so that fuel flow is directly proportional to the pressure at the flow divider. In fact, most aircraft that use the TCM fuel injection system feature a fuel flow gauge that is actually a pressure gauge calibrated in gallons per hour or pounds per hour of fuel.

Central port injection

From 1992 to 1996 General Motors implemented a system called Central Port Injection or Central Port Fuel Injection. The system uses tubes with poppet valves from a central injector to spray fuel at each intake port rather than the central throttle-body[citation needed]. Fuel pressure is similar to a single-point injection system. CPFI (used from 1992 to 1995) is a batch-fire system, while CSFI (from 1996) is a sequential system.[22]

Multiport fuel injection

Multiport fuel injection injects fuel into the intake ports just upstream of each cylinder's intake valve, rather than at a central point within an intake manifold. MPFI (or just MPI) systems can be sequential, in which injection is timed to coincide with each cylinder's intake stroke; batched, in which fuel is injected to the cylinders in groups, without precise synchronization to any particular cylinder's intake stroke; or simultaneous, in which fuel is injected at the same time to all the cylinders. The intake is only slightly wet, and typical fuel pressure runs between 40-60 psi.
Many modern EFI systems utilize sequential MPFI; however, in newer gasoline engines, direct injection systems are beginning to replace sequential ones.

Direct injection

See also: Common Rail
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This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (May 2010)
In a direct injection engine, fuel is injected into the combustion chamber (as opposed to fuel and air mixing before the intake valve).[23]
In a common rail system, the fuel from the fuel tank is supplied to the common header (called the accumulator). This fuel is then sent through tubing to the injectors, which inject it into the combustion chamber. The header has a high pressure relief valve to maintain the pressure in the header and return the excess fuel to the fuel tank. The fuel is sprayed with the help of a nozzle that is opened and closed with a needle valve, operated with a solenoid. When the solenoid is not activated, the spring forces the needle valve into the nozzle passage and prevents the injection of fuel into the cylinder. The solenoid lifts the needle valve from the valve seat, and fuel under pressure is sent in the engine cylinder. Third-generation common rail diesels use piezoelectric injectors for increased precision, with fuel pressures up to 1,800 bar or 26,000 psi.
Direct fuel injection costs more than indirect injection systems: the injectors are exposed to more heat and pressure, so more costly materials and higher-precision electronic management systems are required. However, the entire intake is dry, making this a very clean system.

Diesel engines

All diesel engines (with the exception of some tractors and scale model engines) have fuel injected into the combustion chamber.
Earlier systems, relying on crude injectors, often injected into a sub-chamber shaped to swirl the compressed air and improve combustion; this was known as indirect injection. However, it was less thermally efficient than the now common direct injection in which initiation of combustion takes place in a depression (often toroidal) in the crown of the piston.
Throughout the early history of diesels, they were always fed by a mechanical pump with a small separate chamber for each cylinder, feeding separate fuel lines and individual injectors.[citation needed] Most such pumps were in-line, though some were rotary.
Most modern diesel engines use Common rail or Unit Injector direct injection systems.

Gasoline engines

Modern gasoline engines also utilise direct injection, which is referred to as gasoline direct injection. This is the next step in evolution from multi-point fuel injection, and offers another magnitude of emission control by eliminating the "wet" portion of the induction system along the inlet tract.
By virtue of better dispersion and homogeneity of the directly injected fuel, the cylinder and piston are cooled, thereby permitting higher compression ratios and more aggressive ignition timing, with resultant enhanced power output. More precise management of the fuel injection event also enables better control of emissions. Finally, the homogeneity of the fuel mixture allows for leaner air/fuel ratios, which together with more precise ignition timing can improve fuel efficiency. Along with this, the engine can operate with stratified (lean burn) mixtures, and hence avoid throttling losses at low and part engine load. Some direct-injection systems incorporate piezoelectronic fuel injectors. With their extremely fast response time, multiple injection events can occur during each cycle of each cylinder of the engine.
CAMSHAFT POSITION SENSOR
Camshaft SensorThe camshaft position sensor is used by the control module to determine the position of the number one cylinder. This information is most commonly used by the control module as a reference point to begin sequential fuel injection operation. Sensor type and locations can vary widely from model to model. The most common types are magnetic signal generators and hall effect switches. Sensors can be mounted in the distributor or in the timing cover, facing the camshaft gear.








Electronic control unit

From Wikipedia, the free encyclopedia
  (Redirected from Electronic control module)
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This article is about controls for motor vehicles. For other uses, see control unit (disambiguation).
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An ECU from a Geo Storm.
In automotive electronics, electronic control unit (ECU) is a generic term for any embedded system that controls one or more of the electrical system or subsystems in a motor vehicle.
Types of ECU include electronic/engine control module (ECM), powertrain control module (PCM), transmission control module (TCM), brake control module (BCM or EBCM), central control module (CCM), central timing module (CTM), general electronic module (GEM), body control module (BCM), suspension control module (SCM), control unit, or control module. Taken together, these systems are sometimes referred to as the car's computer. (Technically there is no single computer but multiple ones.) Sometimes one assembly incorporates several of the individual control modules (PCM is often both engine and transmission)
Some modern motor vehicles have up to 80 ECUs. Embedded software in ECUs continue to increase in line count, complexity, and sophistication.[1] Managing the increasing complexity and number of ECUs in a vehicle has become a key challenge for original equipment manufacturers (OEMs).

Types of electronic control units





















Single-point or throttle body injection (TBI)
The earliest and simplest type of fuel injection, single-point simply replaces the carburetor with one or two fuel-injector nozzles in the throttle body, which is the throat of the engine’s air intake manifold. For some automakers, single-point injection was a stepping stone to the more complex multi-point system. Though not as precise as the systems that have followed, TBI meters fuel better than a carburetor and is less expensive and easier to service.
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Port or multi-point fuel injection (MPFI)
Multi-point fuel injection devotes a separate injector nozzle to each cylinder, right outside its intake port, which is why the system is sometimes called port injection. Shooting the fuel vapor this close to the intake port almost ensures that it will be drawn completely into the cylinder. The main advantage is that MPFI meters fuel more precisely than do TBI designs, better achieving the desired air/fuel ratio and improving all related aspects. Also, it virtually eliminates the possibility that fuel will condense or collect in the intake manifold. With TBI and carburetors, the intake manifold must be designed to conduct the engine’s heat, a measure to vaporize liquid fuel. This is unnecessary on engines equipped with MPFI, so the intake manifold can be formed from lighter-weight material, even plastic. Incremental fuel economy improvements result. Also, where conventional metal intake manifolds must be located atop the engine to conduct heat, those used in MPFI can be placed more creatively, granting engineers design flexibility. 

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Sequential fuel injection (SFI)
Sequential fuel injection, also called sequential port fuel injection (SPFI) or timed injection, is a type of multi-port injection. Though basic MPFI employs multiple injectors, they all spray their fuel at the same time or in groups. As a result, the fuel may “hang around” a port for as long as 150 milliseconds when the engine is idling. This may not seem like much, but it’s enough of a shortcoming that engineers addressed it: Sequential fuel injection triggers each injector nozzle independently. Timed like spark plugs, they spray the fuel immediately before or as their intake valve opens. It seems a minor step, but efficiency and emissions improvements come in very small doses. 

Direct injection
Direct injection takes the fuel injection concept about as far as it can go, injecting fuel directly into the combustion chambers, past the valves. More common in diesel engines, direct injection is starting to pop up in gasoline engine designs, sometimes called DIG for direct injection gasoline. Again, fuel metering is even more precise than in the other injection schemes, and the direct injection gives engineers yet another variable to influence precisely how combustion occurs in the cylinders. The science of engine design scrutinizes how the fuel/air mixture swirls around in the cylinders and how the explosion travels from the ignition point. Things such as the shape of cylinders and pistons; port and spark plug locations; timing, duration and intensity of the spark; and number of spark plugs per cylinder (more than one is possible) all affect how evenly and completely fuel combusts in a gasoline engine. Direct injection is another tool in that discipline, one that can be used in low-emissions lean-burn engines.


http://www.examiner.com/images/blog/wysiwyg/image/Ecotec_2-L_I-4_DI_Turbo_injector_250%282%29.jpg


Fuction injector
The function of a fuel injector is to spray atomized fuel into the combustion chamber of an internal combustion engine. Fuel injection became the primary fuel delivery system in automobiles starting in the mid-1980s. The spray from a fuel injector can be continuous or intermittent.


Experiment 1

TITLE : IMPULSE AND MOMENTUM

1. Objective.


The objective of the experiments are to demonstration the impact of momentum by a variable Force of the football offensive player apply a force for a given amount of  time to crash the diffensive player to passes it.


2. Theory.


The principle of linear impulse and momentum is obtained by integrating the equation of motion with respect to time.  The equation of motion can be written
                       
åF = m a = m (dv/dt)

Separating variables and integrating between the limits v = v1 at  t = t1 and v = v2 at t = t2 results in
                                               
This equation represents the principle of linear impulse and momentum.  It relates the particle’s final velocity (v2) and initial velocity (v1) and the forces acting on the particle as a function of time.

Linear momentum:  The vector mv is called the linear momentum, denoted as L.  This vector has the same direction as v.  The linear momentum vector has units of (kg·m)/s

Linear impulse:  The integral òF dt is the linear impulse, denoted I.  It is a vector quantity measuring the effect of a force during its time interval of action. I acts in the same direction as F and has units of N·s

Application.
Football in Collide












When player B crash to player A it will generate a lot of momentum force to player A.

It can use a conservation of linear momentum to find velovity of VA2 :

Conservation of linear momentum
+ ®   å mi(vi)0  =  å mi(vi)1

Before Impact






mA(vA1) + mB(-vB1) = mA(-vA2)+ mB(-vB2)………………..(1)

After Impact
Impulse and momentum on Player A (x-dir):
∫ F dt = mA (vA2) - mA (vA1) ……………….(2)



3. Appratus.

·         Two person.
·         Speed measurement (velocity).
·         Weight gauge.

4. Procedure.

·         Take two football player A and B and wrote every weight of them.
·         Separate them with some distance.
·         Mark point for two football player A and B to collied.
·         Ask football player A and B to collied togather run with full speed.
·         When player A and B running wrote speed (velocity) of them.
·         Then after player A and B collied togather, make observation wheater player A or player B move backward.
·         Then make some calculation. 
5. Expected result.


·         Mass of player Aand B (kg) =               70kg or 80kg                              
·         Velocity (m/s) =               1.5m/s or 3m/s                        

Conservation of linear momentum (x-dir):
mA(vA1) + mB(vB1) = mA(vA2)+ mB(vB2)
70 (1.5) + 80 (-3) = 70(VA2) + 80(2)
(-135) = (70) vA2 + 160
vA2 = (-135) - (160) / 70
vA2 = 0.012m/s
 Impulse and momentum on player A (x-dir):
mA (vA1)+ ∫ F dt = mA (vA2)
70 (1.5) - ∫ F dt = 70 (0.012)
∫ F dt = 105.84 N·s


So when the the player B with 80kg mass, 3m/s velocity and player A 80kg mass, 1.5m/s velocity in a collied togather it will have some force momentum, and the momentum being find by find the final velocity of the player A. then the impulse and momentum of player A are 105.84 N.s.



6. Conclusion.

6.1. Expected result.
In this issue the observation of this experiment can be find by momentum of the player B must more then player A to passes the from player A. By increasing a initial velocity of player B also can make a different and increase the momentum of player B to collide player A.

6.2. Related to industries.
In this experiment it can be related to industry of automotive. For example, it use for crash test to find a durability and safety the driver.