Ветер: , м/сек. Давление: мм.рт.ст. Влажность: %
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Fresh and helpful info about disc-type rotor for vehicles

A typical heavy sedan scaling 1690 kg is traveling at 134 kilometre/h down a highway and you have to hamper rapidly. Assume the median tyres can shift a G-Force of 0.85 in front they falter. We'll slack up at 0.81 to avoid slippage down the freeway. Current vehicle will run down in approximately 87 m and beget approximately 1170 kW of vis viva doing so. This energy has to be transferred by the brake system as to hold the car. When you waterpump this much energy into the disc rotors in as little as moments it generate a lot of heat and the amount of bulk or weight in the disc rotor is critical as to rise to current burden.

A typical face disc-type rotor on a heavy saloon is approximately 300 mm in diameter and scales around 9.5 kg. We'll focus on the front wheel as it usually get 70% of the brake load. A disc-type rotor composed of to key components, the installation toller which attaches to the axis and the brake lining to which the passivation torque is applied via the brake caliper. The friction strip or circle in this disc-type rotor scales around 6 kilograms. In the above mentioned brake application this 9.5 kilograms circle will increase in Tc by approximately 125 Celsius in only less than 5 s. If the same 300 mm circle weighed 8.5 kilograms with a braking band of 5.5 kg then the temperature magnify would be closer to 137 deg C. 10% increase in temperature does not sound all this much but by mischance heat waftage isn’t all that easy. In a 1 off application of brake an additional 10% probably wouldn’t make a perceptible difference. Although what happens in accomplishment driving on or off the track is a series of brake applications at regular spaces. The time amid brake applications is rarely sufficient to permit the disc to reconstruct to the ideal special temperature so you end up with an concentration of temperature increase over a period of time. Info about brake pads see at link.