Brake System Design and Optimization: Step 1 - Analysis
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Step 1 - Analysis
04.57
| 00:00 | - Whether you're designing a system from scratch or optimising your current brake setup, it can be hard to know where to start and in which order to progress through the work to get the best results. |
| 00:11 | With this in mind, we've broken this work down into 3 core steps that ensure you don't overlook anything critical, wasting your time and potentially resulting in a car with poor braking performance, balance and control. |
| 00:25 | In the coming modules, we're going to cover this process and use the HPA brake system calculator to do the heavy lifting for us when it comes to calculations. |
| 00:33 | To be clear, this isn't about learning anything new, so if there's something you feel like you need a refresher on be sure to check back to that dedicated module that covers it. |
| 00:43 | Regardless of whether we're designing from scratch or making minor changes to an existing system, we recommend working through the same steps and this starts with properly understanding the current setup. |
| 00:55 | This could be a complete brake system that's showing some issues or we could be working with a new build that's missing the braking package entirely. |
| 01:04 | We first need to understand and enter into our calculator all the vehicle details relevant to the braking performance. |
| 01:11 | This means the dimensional quanitities like the wheel base, as well as the weight and its distribution and the centre of gravity height. |
| 01:19 | If we know the aero loads from previously running the vehicle, or can make educated assumptions for a new build, these can also be useful to add. |
| 01:29 | However, since these values change with speed, it's best to leave out this added variable if we're unsure. |
| 01:36 | The longitudinal deceleration also needs to be included and again, if we've run the vehicle previously, we might have data to help us understand this value. |
| 01:45 | But if the braking performance was showing some clear room for improvement then it's not unreasonable to expect high deceleration with a more optimal braking package. |
| 01:55 | For a new build though, we need to make some more educated assumptions here based on what's expected for a vehicle of this nature running on the intended tyres. |
| 02:05 | The next things to consider are whether we're using or planning to use a proportioning valve or not. |
| 02:10 | And the settings and specifications of this item which will be able to be found in the supplier's documentation. |
| 02:18 | The target pedal feel inputs don't really need to be considered if we're just analysing a current system but if we're designing from scratch then we can enter our pedal ratio and our desired pedal effort to achieve our target deceleration. |
| 02:32 | The tyre size measurements we're using or plan on using are fairly simple to add in as well as the details on the actual braking package for an existing system. |
| 02:42 | Disc, pad and calliper piston dimensions can be measured or in some cases, like our pad coefficient of friction, we may need to review suppliers documentation, either provided with the part or online, to find suitable values. |
| 02:57 | This is where the process differs for analysing an existing system vs designing from scratch. |
| 03:03 | If we already have a working system we can scroll down to the results section and select the specific master cylinder sizes that are being used. |
| 03:13 | Otherwise, we'll be figuring out appropriate master cylinder sizes to use in the next step of the process. |
| 03:19 | Also, in the results section, we have some warnings that can suggest potential issues as well as the brake pedal travel and effort requirements to achieve the target deceleration. |
| 03:31 | The plot at the bottom of the calculator is a good way to get a clear visual understanding of how the brake bias of an existing system compares to a theoretically ideal setup so any significant differences here are usually red flags. |
| 03:46 | For a new system where we haven't specced our brake system components, we'll at least have a clear image of the load transfer under braking and therefore bias requirements. |
| 03:57 | Again, we'll use this more in the next step of the process to find out what changes we can make to address any issues. |
| 04:05 | There are some alternative analysis techniques we can use that aren't included in the calculator but are helpful in understanding existing systems. |
| 04:14 | It might not come as a surprise to you that this involves measurements and data. |
| 04:18 | More specifically temperature measurements from sensors, calliper strips or disc paint. |
| 04:23 | Although these all have varying advantages and drawbacks, they all achieve a common goal of allowing us to understand the temperature our brakes are operating at. |
| 04:32 | Likewise, pressure and position measurements can also be used in identifying bias and compliance related issues. |
| 04:40 | Regardless of the measurements being recorded, this information, along with the plot from our calculator can allow us to find the root cause of issues and work towards potential solutions but we'll discuss this more in the next step of the process. |
