Fail-Safe: Dual Brake Systems

Fail-Safe: Dual Brake Systems
This fib first gear appeared about six years ago anterior to the NHRA allowing double buttocks brake systems on cars but if you ‘re contemplating building or promote you racer, it wouldn ; thyroxine be a bad mind to install a secondary brake system which are now last legal in the eyes of the NHRA .
The talk always seems to come around to our subspecies cars having angstrom a lot if not more systems in them than the Space Shuttle. For the most part, that ’ s true .
however, the Space Shuttle still has one thing over us and that is most all of the systems on-board there are designed with a fail-safe method acting in mind. That is, there are back-up systems in case one fail. Race cars don ’ t have that luxury .
If an ignition system fails, there is no back-up. If a fuel pump fails, there is no back-up. Of course, in the case of the Space Shuttle, that back-up system is necessity because of the intended habit. Let ’ s confront it, if a fuel pump fails in a race car, the worst thing to happen might be a parked race car which may or may not include a round personnel casualty. If a fuel Fail-Safe: Dual Brake Systems heart fails on the Space Shuttle without a back-up… I think you get the mind.

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however there is one system on a raceway car recently which has been reasonably controversial, so far barely might assist in the case of an emergency situation. That is the secondary brake systems which have been become popular in the sport dragster ranks over the past ten years or so .
One might look at a brake organization as already having a back-up in the case of a chute, should your car have one. But if you were to lose your chief brakes, the parachute might help slow the car down, but only to a certain degree. It will not bring the car to a complete stop .
now we mention this as controversial because the NHRA Rulebook states, “ secondary brake systems are permitted arsenic long as the bridge player bracken and foot brake are connected such that any movement of either engages both headmaster cylinders and all calipers. ”
obviously from the give voice of this, it sort of contradicts what a junior-grade brake organization truly is. If both passkey cylinders and all calipers operate together, there international relations and security network ’ thymine much of a back-up organization. There have been a phone number of sport dragsters built with a arrant separate brake system that includes a distinguish brake cover, dominate cylinder and brake calipers on the rear wheels .
Fail-Safe: Dual Brake Systems Travis Colangelo of American Race Cars said, “ Probably 80-percent of the cars which leave our denounce are equipped with a junior-grade brake organization. And these are not good Super Comp or bracket dragsters, but it includes a number of top Dragster cars adenine well. And that number grows every sidereal day. ”
The cars hush carry a brake pedal operated by one ’ mho metrical foot, but the junior-grade system is operated by a brake treat within strive of the driver. however, in keeping with the NHRA rules, Tech Inspectors have insisted on racers removing the bracken treat thereby rendering the organization useless .
While it ’ s a small hard to verify, all of this might have gotten started in the fuel cable car ranks when some enterprising racers attempted to hook the secondary brake system improving to a calculator which when it sensed rack spin, would apply the brakes to slow wheel travel rapidly. That caused the Rulebook to include a line which states, “ Automated brakes prohibited ; application and exhaust of brakes must be a routine of the driver. ”
If the concern is of an automated brake system, one might equitable follow the brake tube to see if it goes anywhere besides the master cylinder and the brake calipers. The same scenario could follow the rules for trans brake wiring where the wire must be easily traceable and have no breaks in it besides hooking to a two-step .
Of class officials might besides be tire of racers using the bracken pedals at the ending line to avoid a break-out situation but that could very well happen with a foundation bicycle as Fail-Safe: Dual Brake Systems well. And if the complaint is that indeed there is excessively much braking happening at the ending line, then it ’ s just a cause of the character of racing we do. Anytime you place a dial-in or index on a class, you force the racer to use the bracken bicycle to avoid running under that said index .
Some racers have noted that it is harder to lock the brakes up using a brake treat than it would be with your metrical foot. however, careless of a handle- or foot-operated system, it ’ mho all about brake coerce which is controlled by pedal/handle proportion and passkey cylinder hold size. A properly sized pedal or handle system is designed to provide the same brake atmospheric pressure which can have the ability to lock up the brakes in either configuration.

Noted extremely course racer ( and now Super Stock ), vitamin a well as a extremity of NHRA ’ s Sportsman Advisory Council, Rock Haas said, “ I have a double set of calipers mounted on dragster which operate off of one master cylinder. It was room excessively aggressive when we first put the car together and we had to make some changes. But if I were going to do it all over again, I ’ d have two divide systems. ”
Moser Engineering ’ s Tim Irwin, a racer himself, said, “ Having dual calipers run from one master cylinder doesn ’ t make any sense at all. It actually doesn ’ thyroxine increase stopping power. however, having two separate systems is very a safety issue and we don ’ t see any reason why it ’ s not allowed. ”
Fail-Safe: Dual Brake Systems
Brake lines from each of the master cylinders are run down separate frame rails in order to keep them separated in the event one or the other is damaged.

Mark Horton of American Race Cars said, “ It ’ s all about safety. We scream that we ’ ra becoming very safety conscience and then they have a rule that disallows it. ”
Jason Lynch said, “ I run a lot of curtly slipstream tracks in the confederacy and with two brake systems I can safely get stopped. If one of them were to fail, I ’ d get the car stopped, but it would take some doing. ”
Most of the national and divisional event tracks have shutdown areas which are sufficiently long enough to get a car barricade. however at some local anesthetic quarter-mile tracks shutdown areas can be a short as 1,600 feet or so vitamin a compared to a track such as Pomona where the closure sphere is roughly 2,100 feet. Eighth-mile facilities are even shorter and although finish argumentation speeds are slower there, the relationship of track length to shutdown area international relations and security network ’ t any greater. And we ’ re all mindful that extending a closure area is equitable not a feasible solution .
Colangelo said, “ I have a double brake system on my own dragster and when I go through the complete wrinkle, I ’ ll understudy between using the brake pedal and cover. This trains me to use it quite than waiting until I have a trouble and then not being used to using it. It ’ s truly fair a guard feature of speech. ”
Glen Gray, NHRA Vice President of Technical Operations, said, “ We have been keeping an eye on this write out for a while now and are aware of the racer ’ second wishes. In the absence of data demonstrating a problem with only one brake system on these cars, our concern has been that the secondary organization would more probable be set up to less aggressively brake the car then the primary system and thereby allow a driver to more easily avoid a break. Our think has been that this could barely be used as another performance tool and merely add to the price of all racers wishing to stay competitive .
“ however, given the firm opinion in favor of a double brake organization of the many racers we have heard from recently, ” Gray added, “ we are going to take this publish back to Fail-Safe: Dual Brake Systems our rules committee and to the Sportsman Racers Advisory Council ( SRAC ) for discussion and review. ”
Jeff Stange of Strange Engineering said, “ There are valid reasons for a racer to choose four rear calipers that connect to one overcome cylinder/pedal ; however, I can not see a valid reason to disallow a pleonastic brake system if he or she chooses. In gaze to dragsters, I ’ m unable to see any performance advantage ; if anything the existing rule is inherently more dangerous. For exemplify, a Super Comp dragster equipped with our standard brakes ( one caliper side ), metallic pads and the proper coerce can already ‘ lock-up ’ the brakes if he/she chooses. If the surface area is now doubled and the lapp atmospheric pressure is applied, it is far more probable, particularly with a less have driver, that the brakes can be unintentionally locked-up identical cursorily.

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“ In addition, ” Stange added, “ the brake fluid is more apt to boil, which is already not that rare with traditional two rear caliper systems, specially with ‘ quick rounds ’. For the issue of brake fluid boiling alone – two independent systems should be accepted. In my impression, two independent bracken systems would provide a safe option in case the elementary brakes fail, but besides if extra brake was needed a separate system would allow for a much better find and master of the overall brake. ”
For now the dominion stands as it ’ sulfur written. The future ? possibly by the clock time you ’ re learn this, the convention will be corrected. only meter will tell .

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Category : Car Brakes