Traduction de «Contrôle de freinage en courbe » (Français → Anglais) :

objective: to know the technical characteristics and operation of the safety systems so as to control the vehicle, minimise wear and prevent malfunctions guidelines: braking, ABS, retarder, speed governor: operating principles, specific features of hydraulic vacuum servobrake circuit, limits to the use of brakes and retarder, combined use of brakes and retarder, use of braking systems on different types of road and under different atmospheric conditions, stopping and braking distance, making better use of speed and gear ratio, making use of vehicle inertia, using ways of slowing down and braking on downhill stretches, effects of weights ...[+++]and dimensions, controls and checks which are the responsibility of the driver, action in the event of failure;

guidelines: braking, ABS, retarder, speed governor: operating principles, specific features of hydraulic vacuum servobrake circuit, limits to the use of brakes and retarder, combined use of brakes and retarder, use of braking systems on different types of road and under different atmospheric conditions, stopping and braking distance, making better use of speed and gear ratio, making use of vehicle inertia, using ways of slowing down and braking on downhill stretches, effects of weights and dimensions, controls and checks which are the responsibility of the driver, action in the event of failure;

1.1. 2 braking, ABS, retarder, speed governor: operating principles, specific features of hydraulic vacuum servobrake circuit, limits to the use of brakes and retarder, combined use of brakes and retarder, use of braking systems on different types of road and under different atmospheric conditions, stopping and braking distance, making better use of speed and gear ratio, making use of vehicle inertia, using ways of slowing down and braking on downhill stretches, effects of weights and dimensions, controls and checks which are the responsibility of the driver, action in the event of failure;

2.SYMBOLS AND DEFINITIONS (The reference brake symbols shall have the suffix e) P=normal reaction of road surface on the axle under static conditions C=camshaft input torque Cmax=maximum technically permissible camshaft input torque C0=threshold camshaft input torque, i.e. minimum camshaft torque necessary to produce a measurable brake torque R=tyre rolling radius (dynamic) T=brake force at tyre/road interface M=brake torque = T 7 R z=braking rate P T = RPM s=actuator stroke (working stroke plus free stroke) Sp=effective stroke - the ...[+++]stroke at which the output thrust is 90 % of the average thrust (ThA) ThA=average thrust - the average thrust is determined by integrating the values between one-third and two-thirds of the total stroke (smax) >START OF GRAPHIC>

This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two parallels to the line of ideal adhesion utilization given by the equations k = z + 0,08 and k = z 0,08 as shown in diagram 1 C, where the adhesion utilization curve for the rear axle may cross the line k = z - 0,08 and, for braking rates between 0,3 and 0,5, complies with the relation z 8 k 0,08, and between 0,5 and 0,61 with the relation z 8 0,5 k + 0,21,

This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two parallels to the line of ideal adhesion utilization given by the equations k = z + 0,08 and k = z 0,08, as shown in diagram 1 B, and the adhesion utilization curve for the rear axle, for braking rates z 8 0,3 complies with the relation z8 0,3 + 0,74 (k 0,38).