best ppt which contain the information all about brakes you mustt know..

1. 1

2. Fundamental of Braking
• To convert kinetic energy into Heat Energy.
½ M v2
-> ½ *1100kg * 40m/sec2
-> 880 Kilojoules or 0.244 KWh
• Discs, drums, eddy-current brakes all effectively convert kinetic
energy to heat (and sometimes light if they get warm enough!)
• Regenerative systems use braking as electromagnetic generation,
and use the energy to charge and re-charge batteries.
• Parachutes use the ‘equal and opposite force’ rules.

3. Motorsport Chassis Design and Dynamics
Braking System RequirementsMain requirements
1.A braking system must decelerate a vehicle in a controlled &
repeatable manner under a variety of conditions
• Slippery wet & dry roads
• Rough & smooth roads
• Straight line & cornering conditions
• High & low rates of deceleration
• New or worn linings
• Laden or unladen
• Towing

4. Motorsport Chassis Design and Dynamics
Braking System Requirements
2. Permit the vehicle to travel at a constant speed downhill
3. Hold the vehicle still when parked on the flat or a gradient
Linearity and repeatability are very important!
Main requirements

5. Motorsport Chassis Design and DynamicsBraking System Components
1. Energy source – Driver effort (+ servo boost system)
2. Modulation system to control braking effort – driver, or
modulating valves-ABS
3. Transmission system – pipes & linkages
4. Friction Components - discs & pads, Drums & shoes

6. Motorsport Chassis Design and DynamicsBraking System basics
• Wheel braking torque requirements (related to car weight, tyre type, etc.): Adjust
braking capacity using pedal and hydraulic mechanical advantage, pad material,
rotor size, etc.
• System stiffness as related to pedal travel and mechanical advantage
• Balance (hydraulic mechanical advantage front-vs.-rear, balance bar settings,
etc.)
• Response linearity (temperature operating range and release characteristics of
pad compound)

7. Factors Affecting Braking Efficiency
• Grip – how much frictional force is at the tyre-tarmac interface?
• Wheel torque generated through grip, depends on frictional force and
wheel radius.
• Wheel torque = braking torque at the point where the wheel locks
• Braking torque depends on:
• Mean radius of disc friction surface
• Coefficient of friction at pad/disc interface
• Number of friction surfaces (2 per disc)
• Clamping force between pads and disc

8. Motorsport Chassis Design and DynamicsWeight Transfer
• Usually more weight on front axle (Front Engine)
• Transfer of weight to front under braking
• So larger braking force can be generated at the front
• Achieved by differentiating pressure to the rear - limiting valve
to reduce pressure or difference in maser cylinder sizes

9. Motorsport Chassis Design and DynamicsDesigned to avoid
• Front wheel lock – vehicle remains stable but suffers loss of
steering control
• Rear wheel lock – vehicle becomes unstable and may go out
of control
• Brake fade – coefficient of friction will drop if brakes overheat
- So heat dissipation important design consideration
• Pressure differential between brakes on same axle

10. Motorsport Chassis Design and DynamicsDesign Considerations
• Effective heat dissipation
• Multiplication of force
• Sealing of the system
• Materials – coefficient of friction, heat resistance, wear
out rate
• Front & rear forces – weight transfer
• Variation in operating conditions
• Legal requirements

11. Hydraulics
• Specially designed rubber seals fitted to moving
pistons keep hydraulic system sealed
• Pressure is constant throughout system
• Force = Pressure x Area
• Pressure created depends on the force applied & area
of the master cylinder
• Smaller master cylinder diameter = higher pressure but
greater travel distance
• Larger output wheel cylinder/piston creates greater
force with less travel – Force Multiplication

12. Motorsport Chassis Design and Dynamics
Hydraulics
Force = Pressure x Area

13. TYPES OF BRAKES
Mechanical Brakes
•Drum Brakes
Hydraulic Brakes
•Drum Brakes
•Disc Brakes
Power Brakes
•Pneumatic Brakes
• Pneumatic Hydraulic Brakes
•Vaccum Brakes
•Electric Brakes

14. Typical Layout of System

15. Motorsport Chassis Design and DynamicsDrum Brakes
• Drums are normally made from cast iron
• Shoes forced out against drum by wheel cylinder pistons
• Spring return when pressure released
• Often fitted with self adjusters to compensate for wear
• Usually contain parking brake – shoes pushed against
drum by lever action
• Often used on all wheels till late 1960s
• Only used on rear brakes now and superseded by rear
discs in many cases

16. Drum Brakes

17. Motorsport Chassis Design and Dynamics
Drum Brakes
• Drums are efficient but suffer from
overheating and expansion issues – it
is very difficult to cool the friction
interface and as the drum gets hot it
expands away from the brake friction
material
Drum Brakes

18. Drum Brakes
• Found in some rear brake applications
• Good initial stopping
• Inexpensive, mechanical parking brake
• Dual-servo drum brake
• Self-energizing: during stopping, leading shoe digs into brake drum
• Servo action: small force applied to make larger force
• Leading-trailing brake
• Non-servo brake with anchor at bottom end of each shoe

19. WORKING OF DRUM BRAKES
• Drum brakes work on the same principle as the disc brakes.
• Shoes press against a rotating surface.
• In this system that surface is called a drum.
• Drum brake also has an adjuster mechanism, an emergency
brake mechanism and lots of springs.
• The shoes are pulled away from the drum by the springs
when the brakes are released.

21. Drum Brake Adjustment
• Brakes wear: clearance increases between lining and drum
• Typical drum brake adjust has threaded shaft attached to integral
starwheel
• Dual-servo self-adjusters operate when brakes are applied during a
stop when backing up
• Brake fade: results with excessive brake heat
• Drum brakes do not dissipate heat as well as disc brakes
• Increased heat causes drum to expand
• More effort required to stop the car

24. DISC BRAKE
• Disc brakes use friction to create braking power.
• Disc brakes create braking power by forcing flat friction pads against
sides of rotating disc

25. Continued…
• Higher applied forces can be used in disc brakes than in drum brakes,
because the design of the rotor is stronger than the design of the
drum.
Disc versus drum brakes.

26. Disc Brake System
• Modern vehicles always equipped with disc brakes on at least
the front two wheels.
• Rotor
• Caliper
• Brake pads

27. Disc Brake System
• Pushrods transfer force through brake booster.
• Master cylinder converts pedal force to hydraulic pressure.

28. Disc Brake System
• Hydraulic pressure transmitted via brake lines and hoses to
piston(s) at each brake caliper.
• Pistons operate on friction pads to provide clamping force
• Rotors are free to rotate due to wheel bearings and hubs that
contain them
• Hub can be part of brake rotor or separate assembly that the
rotor slips over and is bolted to by the lug nuts
The hub and hubless rotors.

29. Disc Brake System
• The brake caliper assembly is normally bolted to the vehicle axle
housing or suspension
Caliper mounting methods.

30. Disc Brake System
• Advantages
• Greater amounts of heat to atmosphere
• Cooling more rapid
• Rotors scrape off water more efficiently
• Self-adjusting
• Don’t need periodic maintenance
• Easier to service

31. Disc Brake System
• Disadvantages
• Prone to noise (squeals and squeaks)
• Rotors warp easier
• Not self-energizing
• Hard to use as parking brakes

32. Disc Brake Calipers
• Bolted to vehicle axle housing (steering knuckle)
• Two types of calipers: fixed and sliding/floating

33. Disc Brake Calipers
Fixed calipers with multiple
pistons. Fixed caliper being applied.

34. Disc Brake Calipers
O-rings. A. Square cut O-ring and O-ring cut to show square section.
B. Square cut O-ring groove in caliper.

35. Disc Brake Calipers
• Square cut O-ring seals piston in disc brake calipers.
• Compressed between piston and caliper housing
• Keeps high-pressure brake fluid from leaking
• Prevents air from being drawn into system

36. Disc Brake Calipers
Square cut O-ring. A. Square cut O-ring during brake application.
B. Square cut O-ring during brake release.

37. Disc Brake Calipers
• Low-drag calipers designed to maintain larger brake pad-to-
rotor clearance.

38. Disc Brake Calipers
• Although the phenolic pistons themselves do not corrode, the
cast iron bore of the caliper does corrode and rust
• can cause a phenolic piston to seize in the bore

39. Disc Brake Calipers
• Bushings must be lubricated with high-temperature, waterproof
disc brake caliper grease.
• Floating calipers are mounted in place by guide pins and
bushings

40. Disc Brake Calipers
• Sliding calipers slide in the caliper mount and are held in place
by a spring steel clip.

41. Disc Brake Pads and Friction
Materials
• Disc brake pads consist of friction material bonded or
riveted onto steel backing plates.

42. Disc Brake Pads and Friction
Materials
• Backing plate has lugs that correctly position the pad in the
caliper assembly and help the backing plate maintain the
proper position to the rotor
Brake pad locating lugs.

43. Disc Brake Pads and Friction
• Amount of friction expressed as ratio
• Coefficient of friction
• Kinetic energy (motion) of sliding surfaces converts to
thermal energy (heat).

44. Disc Brake Pads and Friction
Materials
• Composition of friction material
affects brake operation
• Materials that provide good
braking with low pedal pressures
tend to lose efficiency when hot
• Wear out quicker
• Materials that maintain stable
friction coefficient over a wide
temperature range
• Generally require higher pedal
pressures
• Tend to put added wear on
disc brake rotor

45. Disc Brake Pads and Friction
Materials
• Disc brake pads and drum brake linings are made from
materials that have a moderate coefficient of friction.

46. Disc Brake Pads and Friction Materials
• Brake friction materials:
• NAO materials
• Low-metallic non-asbestos organic (NAO)
• Semimetallic materials
• Ceramic materials

47. Disc Brake Pads and Friction
Materials
• Combination of weighted qualities:
• Stopping power
• Heat absorption and dispersion
• Resistance to fade
• Recovery speed from fade
• Wear rate
• Performance when wet
• Operating noise
• Price

48. Disc Brake Pads and Friction
Materials
• Coefficients of friction:
• C: ≤0.15
• D: 0.15–0.25
• E: 0.25–0.35
• F: 0.35–0.45
• G: 0.45–0.55
• H: >0.55
• Z: Unclassified

49. Disc Brake Pads and Friction
Materials
• Disc brakes more prone to squealing
• Due to vibrations between brake pad and rotor
• Shims and spring-loaded clips help reduce squealing.

50. Disc Brake Pads and Friction
Materials
• Anti-noise measures:
• Softer linings
• Brake pad shims
• Springs to hold in place
Example of brake pad retainers.

51. Disc Brake Pads and Friction Materials
• Anti-noise measures:
• Contour and groove linings
• Bendable tangs
• Noise-reducing compounds

52. Wear Indicators
• Inspect brakes at regular intervals.
• Wear Indicators
• Spring steel scratchers
• Warning lamps
• Messages on dash

53. Disc Brake Rotors
• Brake disc or rotor is main rotating component of disc brake
unit.
• Withstand high temperatures
• Made of cast iron
• Two-part rotor
• Composite rotor

54. Disc Brake Rotors
• Rotors can fail in two ways:
• Parallelism
• Lateral runout
• Dust shields help to shield the rotor from dust, water, and
debris.

55. Disc Brake Rotors
• Types of rotors
• Solid
• Ventilated

56. Disc Brake Rotors
• Some ventilated rotors are directional, meaning they are
designed to force air through the rotor in one direction only.

57. Disc Brake Rotors
• Some rotors are slotted and drilled
• Better dissipation of heat
• Better removal of water from the surface of the pads

58. Disc Brake Rotors
Worn rotors cannot absorb as much heat and
therefore are subject to brake fade much sooner.

59. Parking Brakes
• Parking brakes are designed to hold vehicles stationary
when parked.
• Holds vehicle on specified grade in both directions
• Separately active from service brake
• Mechanically latches into applied position.
• Foot or hand operated

60. Parking Brakes
• Two types of parking brakes used in standard disc brakes:
• Integrated
• Top hat drum

61. Parking Brakes
• Electric parking brakes:
• Pull on a conventional parking brake cable
• Mounted on caliper and directly drive caliper piston
• Electric motor to apply disc brake assemblies
• Automatically released by electronic control module
(ECM)

62. Hydraulic Brake System Operation
• Brake pedal depression
• Moves piston in master cylinder
• Fluid under pressure is pushed to slave cylinder
• Slave cylinders are located at each wheel
• Pascal’s Law:
• Pressure in an enclosed system is equal and undiminished in all
directions
• Force = Pressure x Area
• Force applied to brake linings increases with larger diameter wheel
cylinder

64. Hydraulic Brake Fluid
• Glycol-based fluids are hygroscopic
• Absorb water
• Brake fluid
• Higher boiling point than water
• DOT specifications
• List both dry and wet boiling points

65. Properties of Brake Fluid
1. Does not Thicken with changing heat
2. Must not Boil
3. Must be Compatible with brake material
4. Must lubricate internal parts
5. Must no Evaporate Easily

66. Hydraulic System Operation
• Driver depresses the brake pedal
• Linkage applies force to piston at rear of master cylinder
• Master cylinder operation
• Supplies hydraulic pressure to wheel cylinders
• Primary cup compresses fluid when pedal is depressed
• Secondary cup keeps fluid from leaking out
• Seal lips are directional
• Seal installed backwards will leak

68. Low Brake Pedal
• Low pedal
• Brake pedal moves closer to floor before brakes applied
• Tandem master cylinder
• Cylinder bore with two pistons and chambers
• Master cylinder reservoirs
• Prevented from vacuum locking
• Rubber diaphragm in cover or plastic float
• Master cylinders
• Mounted on bulkhead

69. Split Hydraulic System
• Longitudinally split system
• Front and rear brakes: separate hydraulic systems
• Used on rear-wheel-drive vehicles
• Diagonally split system
• Operates brakes on opposite corners of vehicle
• Used on front-wheel-drive vehicles
• Front suspension geometry
• Negates brakes’ tendency to pull to one side

70. Front/Rear Split System

71. Diagonally Split System

72. Master Cylinder
• Some disc brake calipers are designed to have less drag when
brakes are not applied
• More fluid needed to take up clearance
• Quick take-up master cylinder
• Moves larger amount of fluid when pedal first applied
• Rear of primary piston larger diameter than front
• Larger part of bore allows piston to move large volume of fluid
more quickly

73. Motorsport Chassis Design and DynamicsMaster Cylinders
• Consist of cast iron cylinder body & plastic
fluid reservoir
• Split design ( Duel Circuit ) since 1960s
• Vacuum servo assisted
• Without the vacuum – much more force is
required!

74. Master Cylinder

75. Motorsport Chassis Design and DynamicsDual Circuit Master Cylinder
75

77. Wheel Cylinder
• The wheel cylinder consists of a number of components.
• One wheel cylinder is used for each wheel.
• A pair of pistons operates the shoes, one at each end of the wheel
cylinder.
• When hydraulic pressure from the master cylinder acts upon the
piston cup, the pistons are pushed toward the shoes, forcing them
against the drum and the piston is returned to its position by the
force of the brake shoe return springs when the brakes are not being
applied

79. Hydraulic System Valves and
Switches
• Tandem systems have a hydraulic safety switch
• Alerts drivers when half the system fails
• Some master cylinders have a fluid level switch
• Several designs

80. Hydraulic Control Valves
• Metering valve
• Used on front disc brakes when car has rear drum brakes
• Prevents front brakes applying until rear shoes overcome spring
pressure and contact drums
• Unnecessary with four-wheel disc brakes
• Proportioning valves
• Prevent rear wheels from locking during hard stop
• Newer cars
• Equipped with antilock brakes

81. Pressure Control Valves and
Switches
• All modern brake hydraulic systems contain pressure
• control valves.
• These systems also contain brake switches, which operate dashboard-mounted
warning lights, or illuminate
• the rear brake lights.
• Pressure control valves affect the hydraulic pressure delivered to the wheel
units, which
• Can make brake action more efficient. Brake switches are
• Used to illuminate warning lights on the dashboard, alerting
• the driver to the presence of a brake problem.
• Some valves and switches work together to sense problems and warn the driver

82. Metering Valve
• The front brake pads are very close to the rotor and are not held in
a retracted position.
• When the brakes are first applied, hydraulic pressure moves the
front disc pads into contact with the rotor almost immediately .
• However , the rear brake shoes are held in the retracted position by
return springs and must over come spring pressure to move the
shoes into contact with the drum.
• This means the front pads would apply much more quickly than the
rear shoes.
• A metering valve is used to keep this from happening.

86. Proportioning Valve
• when the brakes are applied, much of the vehicle’ s weight is transferred to the
front wheels.
• If the brakes are applied hard during an emergency stop, so much vehicle
weight is transferred to the front wheels that the rear wheels can easily lose
traction and lock up.
• Rear wheel lockup can cause wear on the rear tires and can cause the vehicle
to spin out of control, especially on wet or icy roads.
• However, rear wheel lockup is a problem on many vehicles with four -wheel
disc brakes, especially those with front-wheel drive.
• To prevent rear wheel lockup, a proportioning valve, is installed in the rear
brake line.
• Inside the proportioning valve assembly, a calibrated spring holds the valve
away from the opening to the rear brakes.

88. Brake Lines and Hoses
• For the hydraulic pressure developed in the master cylinder to reach
the wheel brakes, they must be connected by some sort of hydraulic
tubing.
• This tubing consists of rigid steel lines and flexible rubber hoses.

89. Steel Brake Lines
• Whenever Possible, The Hydraulic System Uses Rigid Steel Brake Lines,
Sometimes Called Tubing, to Transmit Hydraulic Pressure.
• Steel Lines Are Resistant To Collision Damage And Vibration, Can Stand Up
To High Brake System Pressures, And Are Relatively Inexpensive.
• For Added Safety , The Steel Used In The Lines Is Double-wall (Double
Thickness) Elded Steel Made From Copper -Coated Sheet Steel.
• Common Steel Line Sizes Range From 1/8-3/8” (3.25-9.5 Mm).
• Steel Lines Are Often Coated With Tin, Zinc, Lead, Or Teflon To Reduce
Damage From Corrosion.
• The Lines Are Clamped To The Vehicle Unibody Or Frame At Close Intervals
• To Reduce Damage From Vibration And Road Debris.

91. Flexible Hoses
• The wheel brake units are independently suspended (they can move in
relation to the frame and body),
• Hydraulic connections between the wheels and body cannot
• Be rigid.
• Flexible hoses, are used at the wheels to allow for movement. As the
wheels rise, fall, and turn, the flexible hose will transmit high pressure
without breaking.
• Most flexible hose lines are made from natural rubber and synthetic
fabric.
• There are usually two-plies of rubber and two piles of braided fabric
material for added pressure.

94. Anti Lock Braking System
 The theory behind anti-lock brakes is simple. A skidding wheel (where the tire
contact patch is sliding relative to the road) has less traction than a non-
skidding wheel.
 If you have been stuck on ice, you know that if your wheels are spinning you
have no traction. This is because the contact patch is sliding relative to the ice.
 There are four main components to an ABS system:
 Speed sensors
 Pump
 Valves
 Controller
Speed Sensors
 The anti-lock braking system needs some way of knowing when a wheel is
about to lock up.
 The speed sensors, which are located at each wheel, or in some cases in the
differential, provide this information.

95. Valves
There is a valve in the brake line of each brake controlled by the ABS. On some
systems, the valve has three positions:
In position one, the valve is open; pressure from the master cylinder is passed
right through to the brake.
In position two, the valve blocks the line, isolating that brake from the master
cylinder. This prevents the pressure from rising further should the driver push
the brake pedal harder.
In position three, the valve releases some of the pressure from the brake.
Pump
Since the valve is able to release pressure from the brakes, there has to be
some way to put that pressure back.
That is what the pump does; when a valve reduces the pressure in a line, the
pump is there to get the pressure back up.
Controller
The controller is a computer in the car. It watches the speed sensors and
controls the valves.

96. ABS At
Work
The controller monitors the speed sensors at all times. It is looking for
decelerations in the wheel that are out of the ordinary.
Right before a wheel locks up, it will experience a rapid deceleration. If left
unchecked, the wheel would stop much more quickly than any car could.
It might take a car five seconds to stop from 60 mph (96.6 kph) under ideal
conditions, but a wheel that locks up could stop spinning in less than a second.
The ABS controller knows that such a rapid deceleration is impossible, so it
reduces the pressure to that brake until it sees an acceleration, then it increases
the pressure until it sees the deceleration again.
It can do this very quickly, before the tire can actually significantly change speed.
 The result is that the tire slows down at the same rate as the car, with the
brakes keeping the tires very near the point at which they will start to lock up.
This gives the system maximum braking power.
When the ABS system is in operation you will feel a pulsing in the brake pedal;
this comes from the rapid opening and closing of the valves. Some ABS systems
can cycle up to 15 times per second.

98.  Wheel speed sensors and computer
 Monitor wheel speed
 Wheel speed sensors measure rotational speed of the wheel
• Wheel locks: antilock brake controller pulsates the pressure
to that wheel
 ABS is disabled below a certain speed
 ABS senses failure: system reverts to conventional-only braking
 Pedal feel: bump followed by rapid pulsing

100. Types of Antilock Brake Systems
• Integral ABS
• Combine master cylinder, power brake booster, ABS hydraulic circuitry in
single assembly
• Early systems used pump for pressure
• Reservoir is usually much larger
• Some systems have pressure sensitive switch
• Nonintegral ABS
• ABS unit is separate from master cylinder and is in series with brake lines
• Two or four wheel
• One, three, or four-channel

101. Motorsport Chassis Design and DynamicsABS Systems Schematic
A three-channel ABS
system

102. From week 2 - Slip ratio
Longitudinal Slip
•A vehicles tyres are not always moving at the same speed as the
vehicle – they can travel both faster and slower than the ground speed
•Distance traveled by the external surface of the tyre Xst
•Distance traveled by the wheel centre Xwc
•Could be due to
•Wheel spin / lock up
•Movement of the contact patch vs. the rim
•Longitudinal deformation of the contact patch
•

103. Motorsport Chassis Design and DynamicsLongitudinal slip

105. Motorsport Chassis Design and DynamicsBraking force
Brake system pressure
Where
F = force input,
r = pedal ratio,
d = master cylinder bore diameter
2
4
d
Fr
P
π
=

106. Motorsport Chassis Design and Dynamics
Braking force
Caliper forces
Where
Fc = Clamping force,
A = total piston area per caliper
PAFc =

107. Motorsport Chassis Design and Dynamics
Braking force
At the discs
Braking torque:
Where
Fc = clamping force,
μ = coefficient of friction at pad/disc interface
R = mean radius of disc
RFT cd µ=

108. Motorsport Chassis Design and DynamicsBraking force
At the wheels
•Since the brakes and wheels revolve around a common axis,
and are physically bolted together, they are subject to the
same torque.
•Therefore the force at the road surface depends on the
braking torque, wheel radius, corner weight and μ at the road
surface

109. Motorsport Chassis Design and DynamicsBraking force
At the road surface
The frictional force at the road surface is equal to
μW with W = corner weight.
Torque generated by the wheels is therefore
Tw = R μW with R = rolling radius
At the point where Tw and Td are equal, the wheel
locks
Consequently the amount of necessary braking force
can be calculated easily

110. Motorsport Chassis Design and DynamicsWorked through example
294 kg 299 kg
299 kg 299 kg Tyre μ = 1.2
Tyre Rolling radius – 0.298m
Friction force
μW = 1.2 x (299kg * 9.81m/s/s) = 3519.83N
Wheel torque
Tw = R μW -> 3519.83N * 0.298m =
1048.91Nm

111. Motorsport Chassis Design and DynamicsWorked through example
Wheel locks when Tw = Td
Therefore wheels are locked at Td = 1048.91Nm
Clamping force
Fc = PA 14366.15N / 0.003117 m2
=
= 4608605 N/m2
or Pa
(46.1 bar)
Disk braking torque - Disk/pad μ = 0.55
Td = Fc μR -> 1048.91Nm / ( 0.55 * 0.13275m) =
Clamping force = 1048.91Nm / 0.0756 =
14366.15N 4 x 31.5mm pistons
4 x (π * 15.75mm2
) => 3117.245mm2
OD 330.5mm
ID 200.5mm

112. Motorsport Chassis Design and DynamicsWorked through example
2
4
d
Fr
P
π
=
180mm / 30mm = 6 Master cylinder ¾” =
0.01905m
F
r
dP
=
4
)( 2
π
P
Fr
d
.
4
π
=

113. Motorsport Chassis Design and Dynamics
180mm / 30mm = 6 Master cylinder ¾” =
0.01905m
F
r
dP
=
4
)( 2
π
( 4608605 N/m2 ( π * 0.01905 m2
) ) / ( 4 * 6 ) =
F = 218.93 N or 22.32
kg

114. Motorsport Chassis Design and DynamicsConsideration – Longitudinal weight transfer
Static
Total mass = 1190kg * 9.81 = 11673.9N
Braking - 0.4g
Braking – 0.9g
598kg 593kg2.76m
0.52m
508.32kg 682.68kg
396.22kg 794.78kg
0.4g [ (11673.9N*0.52m) / 2.76m ] =
879.78N or 89.68kg
0.9g [ (11673.9N*0.52m) / 2.76m ] =
1979.49N or 201.8kg
Lt = A [ (W X cgH)/ L ]
Lt - Load transfer (kg)
A - Acceleration (g)
W - Vehicle weight (N) X
cgH - cg height (m)
L - Wheelbase (m)
794.78kg / 2 = 397.4kg! (was
299kg)
Now what about cross
weights?
From last week F =
µN