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для всех A typical large sedan scaling 1,7 kg is moving at 134 km/hour down a highway and you have to hamper rapidly. Assume the average tyres can handle a overwork of 0.85 before they falter. We'll slack away at 0.81 to escape slippage down the freeway. Current vehicle will run down in approximately 87 m and generate around 1170 kilowatt of kinetic energy doing so. Current activity has to be bailed by the brake system as to hold the vehicle. When you waterpump current lots of activity into the disc rotors in as little as seconds it beget lots of warmth and the value of mass or weighting in the disc-type rotor is emergency in order to rise to this load.
A typical face disc rotor on a heavy sedan is around 300 millimetres in diameter and weighs approximately 9.5 kilograms. We'll focalize on the face disc as it usually get 70% of the decelerative loading. A disc rotor composed of to main elements, the mounting bell which attaches to the axis and the braking band to which the passivation torque is emploied via the brake caliper. The friction strip or ring in current disc-type rotor weighs around 6 kg. In the above mentioned braking application this 9.5 kg disc will increase in temperature by approximately 125 Celsius in only less than 5 seconds. If the same 300 millimetres disc weighed 8.5 kilograms with a brake lining of 5.5 kg then the Tc increase would be along 137 Celsius. 10% increase in temperature doesn’t sound all this much but unfortunately warmth transfer isn’t all that simple. In a 1 off application of brake an extra 10% supposedly wouldn’t make a noticeable difference. Although what happens in performance propulsive on or off the track is a set of braking applications at punctual spaces. The time between braking applications is rarely sufficient to permit the circle to reconstruct to the ideal special temperature so you cease with an accumulation of Tc build up over a period of time. Additional info read at http://fuutamedia.com. |
