Very good point. For the most part heat dissipation is only an issue on downgrade or high-speed braking; however, these vehicles are equipped with “adequate” braking systems for their size and weight. I have performed some skid-pad testing in the development of our systems. In most cases, without additional force from the towed, braking effort was limited to available traction; but in cases where there was an ‘un-braked’ towed attached, tire skidding ( or ABS activation) was minimal (but present) and brake fade was very evident. With an efficient towed-vehicle braking system, results were very similar to what was experienced with no towed vehicle at all. These tests were performed in favorable weather conditions on asphalt, which would increase the amount of traction available to the tires.

Momentum and energy are most definitely related and most definitely different. How is that for profound? While the energy equivalent to a given mass may be found with the mass-energy equivalence (E=mc2 [the “2” being exponential]), the two essentially express very different values, and neither of these values directly have anything to do with motion. Momentum is where motion comes in to play. As we all know, the momentum is found by taking mass times the velocity (p=mv). So the values are related, but very different. All these factors are relevant (directly or indirectly) in the inertial reference frames of a braking situation.

Managing momentum does get hairy with one of these beasts. The coach, in effect, becomes a giant lever with far more mechanical advantage than that of a regular automobile, and when you reach the turning moment, hang on! If this change of motion takes 50% of the tires available traction, then there is only 50% left for braking, resulting in a longer stopping distance. So in short, if you are not going to clear the accident, you are better off to put 100% of available traction to stopping rather than frivolously using it for lateral movement; and the amount of available braking traction greatly increases with the "towed's rubber" in the braking picture.

Brent Schuck
Research and Development
Graphic Design

This message has been edited. Last edited by: SMI Manufacturing, Inc.,

I have not had the opportunity to examine the SMI Brake System. I have been using the Appolo Brake from Blue Ox and have been very satisfied with the performance.
There is no question about T Toad Brake , or not to Brake !!!
Whatever you do Have one, the dynamics are nothing to fool with, you bet your life !

I know these postings are old but the force of a 3,000 lb toad @ 30 mph is 90,000 lb !!
That's where all the force comes from in a collision !!!
Those are just simple numbers that I remember
for reference.
Radioradio

quote:

the force of a 3,000 lb toad @ 30 mph is 90,000 lb !

remembering simple numbers may not remember important conditions and circumstances.

The force of the toad as described is nearly zero if not talking about the force on the road (its weight) and going in a straight line. The 'nearly' is due to friction and perhaps wind drag.

When you try to stop that toad, you'll apply a force to it. A very small force will do if you have a long time to stop. A fairly large force will be necessary if you want to stop it quickly. That 'fairly large force' is still only a fraction of the toad's weight.