Aerodinámica del automóvil de competición by Simon McBeath

By Simon McBeath

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Minimum stopping distance without loss of directional con· trol wich wheel-Iockup. for wet and dry bmkes, and for "cold" and heated bmkes. c. Minimum stopping distance wichout wheel-Iockup while wming. 4. Response time: a. For air brakes, application and release time lags. b. For hydraulic brakes, pedal force-boost lag. 5. Partial failure: a. Braking effectiveness with service-system circuic failure. b. Braking efrectiveness with partial orcomplece loss of power assist. c . Braking effectiveness wich brakes in thermal fade condition.

The design of a new brake system begins with the selection of the brake force distribution. that is, how much braking force is produced by the front rakes in relationship 10 the rear brakes. TIle optimum brake force distribution is only a function of the basic vehicle dimensions and weight distribution. Brake Design and Safety In the next step. the dual circuit system is designed by selecting the proper sizes of wheel cylinders front and rear. and mastercylinder. In the third step. the wheel or foundation bräkes are designed in terms ortheir basic size to ensure sufficient wear Iife.

1 Uning Pressure ancl Wear in Drum Brakes Wilh the assumption that the bmke drum and br'ake shoes are rigid and all deformation occurs within the lining material, lhe oompression of the lining as a result of the shoe displacement against the drom, measured by the angle rolated by the shoe about its pivot, is related to the serain and the originallining Ihickness d Lo by (2- 1) where da. ) E. =. slmin of lining malefial Tests have shown that the pressure p is appro1>imately preponionallo strain.

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