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Cantilever Geometrie (Quelltext anzeigen)
Version vom 20. Februar 2013, 08:20 Uhr
, 20. Februar 2013→Hebelübersetzungen von Cantilevern: übersetzung anfang
(→Cantilevertypisierung: übersetzt) |
(→Hebelübersetzungen von Cantilevern: übersetzung anfang) |
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==Hebelübersetzungen von Cantilevern== | ==Hebelübersetzungen von Cantilevern== | ||
Drei separate Faktoren bestimmen die Hebelübersetzung eines jeden Cantilever-Brems Systems. Die verfügbare Gesamthebelübersetzung ist das Produkt aus diesen drei Werten (also alle Werte miteinander multiplizieren): | |||
#Die Hebelübersetzung des Bremshebels ist der erste Faktor. Seine Hebelübersetzung bestimmt sich durch die Entfernung vom Gelenk des Hebels zum Zugende. Zusätzlich spielt noch die Länge des Bremsgriffs vom Gelenk bis zu dem Punkt, an dem die Finger des Fahrers greifen eine Rolle. Typische [[Moiuntainbike]]bremsgirffe haben eine Hebelübersetzung von 3,5, veraltete [[Dropbar]]bremsbgriffe hatten etwa 4 und [[Aero]]dropbarbremsgriffe liegen bei ca. 4,5. Bremsgriffe für [[Direktzugbremse]]n haben ungefähr 2.<br>Shimano [[Servo Wave ®]] und [[Odyssey]] Bremsgriffe haben eine variable Hebelübersetzung, die ansteigt, je mehr man den Griff zieht.<br><br>'''Zwei getrennt zu betrachtende Aspakte des Cantilever Systems bestimmen dessen Habelübersetzung:''' | |||
#The individual cantilever's mechanical advantage is the ratio between the pivot-cable distance (PC) and the pivot-shoe distance (PS) . The pivot-cable distance (PC) is at its greatest when the anchor angle is 90 degrees, so that PC and PA are the same. Some authorities recommend adjusting the length of the transverse cable accordingly, but I believe that this is an over-simplification. With wide- and medium-profile cantilevers, the mechanical advantage of the cantilever unit increases as it travels inward, increasing as the brake shoes wear down. With narrow-profile cantilevers, the mechanical advantage tends to decrease as the cantilever travels inward. The mechanical advantage of a typical cantilever is generally between 1 and 2. Medium-profile cantis tend to have more of this type of mechanical advantage. | #The individual cantilever's mechanical advantage is the ratio between the pivot-cable distance (PC) and the pivot-shoe distance (PS) . The pivot-cable distance (PC) is at its greatest when the anchor angle is 90 degrees, so that PC and PA are the same. Some authorities recommend adjusting the length of the transverse cable accordingly, but I believe that this is an over-simplification. With wide- and medium-profile cantilevers, the mechanical advantage of the cantilever unit increases as it travels inward, increasing as the brake shoes wear down. With narrow-profile cantilevers, the mechanical advantage tends to decrease as the cantilever travels inward. The mechanical advantage of a typical cantilever is generally between 1 and 2. Medium-profile cantis tend to have more of this type of mechanical advantage. | ||
#A larger contribution to the mechanical advantage of a well-adjusted cantilever brake, especially a low-profile one, comes from the transverse cable. The mechanical advantage is strictly determined by the "yoke angle ". The formula is: | #A larger contribution to the mechanical advantage of a well-adjusted cantilever brake, especially a low-profile one, comes from the transverse cable. The mechanical advantage is strictly determined by the "yoke angle ". The formula is:<br>Mechanical Advantage = 1/sin yoke angle<br>For readers without slide rules I have calculated a few examples: [How quaint :-) John Allen] | ||
#*Yoke Angle | |||
#Yoke Angle | |||
(Degrees) Mechanical | (Degrees) Mechanical | ||
Advantage | Advantage | ||
