本文章最後由 twn555261 於 2016-4-26 08:20 編輯
寫在前面 雖然年代久遠，某些狀況已與現今有出入，但內容中仍有些部分是板上尚未討論過或結果有點分歧。 因個人英文程度不佳(這短短文章花了一周才翻完)，中文表述能力也沒很好(簡單說就是書讀不夠)，只能儘量讓大家看懂以及看完這篇文章後個人的想法補充(以藍色字體分別,而原文為灰色)。已獲原始網站使用此文章的許可。 為確保內容不致嚴重錯誤，內容已請兩位友人看過。 文中加入的圖示，是自GrabCAD網站下載3D 模型, 再以分析軟體模擬變形後結果來輔助說明。 若翻譯或是自行補充的觀點有誤，望各位先進不吝指正。
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Radial-MountCalipers ,What's all thehubbub, Bub?
徑向安裝卡鉗
Interesting how things that oftentimesappear to be a radical departure from the norm are in fact evolutionary ratherthan a genuine fundamental revolution. 有趣的是常常看起來劃時代的產品其實都是慢慢演化而來，而不是一個真正的革命性改變。
The new buzz on Radial Mount Calipers isstraight from the automotive industry with a few minor tweaks.
With cars, they've almost always mounted the calipers in a fore and aft mannerbecause it's a straight up simple and strong way to do so. Granted, the new motorcycle version hasfinally taken that lead and adapted the concept by incorporating a radial mountinstead of the commonplace perpendicular (90 degree to rotor face axis)mounting bosses universally prevalent today. 近期徑向安裝卡鉗風潮是直接從汽車產業經過一些小變化而來。 在汽車上，卡鉗幾乎都是頭尾固定，因為它是一個可簡單對齊又很堅固的方式。 當然，新款的摩托車終於流行起徑向安裝，而不是現今普遍常見的垂直(面對碟盤90度軸）固定座。
In reality, whether calipers are mountedradially or perpendicularly is of little consequence, having only to do withthe fact that the new generation calipers can be made a bit lighter via theradial mount set-up (no other significant performance difference here). 在現實中，不論卡鉗採徑向或垂直安裝根本沒什麼影響，事實上有影響的，即新一代卡鉗可以通過徑向安裝設置來製成輕一點。（這裡看不出有其他顯著性能差異）
Bear in mind that all conventional calipers are mounted at the trailingedge of the line of force, and that the energy transfer (to the forks)of the braking forces are all focused on just one side of the clamping pressureas applied to the spinning rotor. Then factor in the normal production tolerances between the mountingfaces of the rotor/wheel, fork/caliper--plus perpendicular axle alignmentwithin the wheel to these faces, and more. 請注意所有傳統卡鉗都安裝在力方向的後緣，並且該夾緊壓力形成的制動力,其能量全部轉移並集中（傳至前叉）施加在碟盤的單一側。然後還有碟盤/輪框，前叉/卡鉗的安裝面因正常製造公差 - 再加上車輪內垂直軸對準到這些固定面，等的因素在內的組成。
補充1
國內常見配置如圖
其中，一般單碟車種，碼表芯都會配置在碟煞另一側。 常聽到誰家卡鉗座較準或誰家不准，這邊先不論加工尺寸公差先看組裝公差。
如示意圖。
這是模擬當間隔套管表面不平整、或未清潔甚或原加工端面平行度本來就不好的狀況。 前叉管接觸面vs套管端面vs軸承端面間，若有0.1mm偏差，即可讓叉管接觸面產生0.59度偏轉，最終導致卡鉗最先接觸端形成1.67mm的偏置量。 可以放大10多倍的誤差量，此處只是想提出:當懷疑卡座不準前，先確定安裝沒問題。 而這情況不會發生嗎？
一顆顆沾粘在軸承油封上的顆粒，大小單位都是0.01mm以上；砂土的成分多含有矽結晶,通常硬度都高過未熱處理的套管、前叉外管或是卡鉗座。 在未確實清潔安裝面的狀況下去安裝，安裝出的結果可想而知。 (有機會至車行看技師更換卡鉗時，注意看一下技師是否帶著手套施工？拿什麼東西來清潔安裝面？甚或根本沒有清潔動作？這樣大概就能體會出最終會得到什麼結果了。) 所以相對來說,買了一堆"精品"，如果沒有"正確的"安裝，花的錢跟得到的性能，可能不成比例，浪費了更換精品的意義。
補充2碟盤螺絲及輪框螺孔
如圖右上，一般輪框螺孔都會有一段無牙帶
此無牙帶作用有二； 一是避免鎖緊時，結合面產生因鎖緊力將螺牙拉變形的區域，使結合面不再平整。 二是螺絲也會有無牙區段,並還有如上圖右下採與螺牙不同直徑設計,以此區段配合碟盤孔及輪框無牙孔作為[定位孔/銷]配合，同時螺絲無牙區段抗剪能力也優於有螺牙段(此種螺絲設計，也能在避震器上見到)。 為此，碟盤螺絲請儘量採原廠零件，因原廠螺牙根部皆按規範有製作避免拉斷特殊R角，市售改裝品其無牙段及牙根部，甚至材料強度是否依規範製作則無法保證。
We can stir the pot with greater possibilities for misalignment with (even justslightly) out of true axles and fork tubes. The end result is there's always somedegree of mating issues which ultimately affect performance potential yet are still within factory tolerance. Depending on degree of misalignment, a torsional twisting effect of thecaliper can come into play during hard braking. This usually manifests itself with radial tapered (bottom to top) padwear, brake howl and piston retraction problems due to this distortion. Therelatively new radial mount caliper design virtually eliminates this torsionflex problem since it more efficiently spreads the load both fore and aft tothe line of force.
我們隨意組裝會產生錯位（甚至只是輕微）偏離軸心和叉管的理論數值。最終結果煞車仍會有一定程度的性能,然而影響煞車性能程度就看在工廠容許公差內最終匹配出的結果。 根據錯位的程度，重煞車下卡鉗自體產生的扭曲也會加入影響煞車效應。 通常這會使蹄片形成徑向錐形（底部到頂部）的磨損，剎車嚎叫和活塞回縮問題也是因為這種扭曲。 新型的徑向安裝卡鉗設計幾乎消除了這一扭曲問題，因為它前後固定的方式更有效地傳遞負荷力。
補充:看上圖,一般對四變型趨勢，大概就能知道為何一般建議對四要配浮動碟，不然容易彎盤的原因。 然後再看到這張圖(設定碟盤及卡鉗固定點為不動的無敵狀態) 當對四卡鉗重煞下產生自體扭曲，加上某些卡鉗轉接座設計的問題，可能形成非常大的力矩(施力點偏離叉管軸心)，叉管最終受力變成扭轉，而成為常有人說的"重煞扭龍頭"現象。反觀徑向卡鉗，卡鉗轉接座都能設計在叉管軸心附近。
It also offers the additional advantage ofbetter (quicker) release at the end of the braking sequence (brake padcompounds play a large part here, too). Which, from the racing perspective, provides a cleaner transition whenbraking into the apex on the edge of disaster. This is a very good thing indeed--but something the averageweekend warrior will not likely feel at the lever.
它也額外在煞車過程結束時提供了更好（快）釋放的優勢（剎車片的化合物也在這方面發揮了很大一部分）。 其中，從賽車的角度來看，煞車進入彎道至出彎點時，提供一個更清晰的過程。這確實是一個非常好的事情 - 但週末勇士可能從拉柄感覺不出有差異性。
補充:徑向卡鉗，放鬆拉柄釋放壓力時，卡鉗本體儘[開/合]的變型；而一般對四還有[扭轉回彈]的變型行為，
因此來另與碟盤的接觸壓力能更為清楚。
As a sidebar, the single-action calipers (live pistons on one side only) such ascame on the CBR600F3 (and standard on virtually all motocross bikes) havecategorically fallen out of favor for use on sportbikes. Thisis primarily due to the fact they suffer from unavoidably greater degrees offlex inherent in these calipers' floating pin design and minimal piston area(compared to modern double-action calipers). 作為對比，單動卡鉗（作動活塞只在一邊）如CBR600F3（和幾乎所有的一般越野摩托車） 這些卡鉗，基於採用浮動銷設計和最小活塞面積，不可避免會產生較大程度彎曲的事實。（相比於現代雙動卡鉗）
The Real World of Greater Performance 更高的性能的真相
Here's where it gets interesting:Incorporated into the design of the new generation Radial Mount Calipers is thelatest in braking technology led by two basic concepts. Of course there's moreto it than just this, but in an attempt to keep it simple, the elements can beeffectively identified by these two separate yet related categories: 這裡就變得有趣：兩個基本概念使新一代制動技術設計，納入最新的徑向安裝卡鉗。 當然，不僅僅是這兩個概念，但要簡單來說明，就先看這兩個單獨而相關的因素：
1) Caliper Stiffness: 1）卡鉗剛性：
Thedifference in deflection between the O.E. calipers and the dedicated racingcaliper is remarkably quite large. Rigidity plays a major role here. And there's also a surprisingdifference between the various O.E. manufacturers in this critical area ofstiffness. 在變形上,配車卡鉗和賽車專用卡鉗是有相當大的差異。 剛性在這裡扮演一個重要的角色。還有剛性這一關鍵領域、各種配車卡鉗廠商之間的差異令人吃驚。
![關於:徑向安裝卡鉗(輻射卡鉗)-一個國外網站的看法5770]()
看到這句，心中想著一堆跟著"抄外型"的卡鉗製造商，不知道除了在"製造精度"上或許有跟上，但另一重點的"本體剛性"上是否也有跟上？(材料，在台灣一直是個弱點)簡單說:自總泵送出的壓力，Brembo的卡鉗也許吃掉5%在自體變型；材料差的，搞不好只剩85%施加在來另。 那85%的精度再好，也不用去比"手感"或是"反應"了，因為"夾緊力道"就差了好幾%！
Bear in mind that on a World Supersport-spec heavy braker,we found vertical (up todown) pad taper, just a tenth of 1mm (0.004"), but this is clearlyrepresentative of an existing problem. Under severe conditions, caliper deflection manifests as eitherinconsistent braking performance and/or a somewhat vague feel at the brakelever. Other factors such as fluid integrity,i.e. relative to water saturationpoint and resultant resistance to fluid boil (wet vs. dry boiling point), plus backplate flatness and to a lesserextent, friction material compressibility-- all play a significant role too. 請注意，我們在SuperSport等級的煞車，可看出煞車來另成垂直錐形（上到下），雖然只有0.1mm（0.004“），但這顯然代表有問題的存在。 嚴格的條件下來看，卡鉗變型讓制動性能表現的不穩定，並/或導至在煞車時拉桿的感覺有些模糊。 其他如煞車液是否正常，也就是水相對飽和點和抗沸騰能力（濕與乾沸點）因素， 還有背板的平整度和摩擦材料小幅度的壓縮變形—也都是影響性能的重要角色。
(此為模擬示意圖)
Thisis clearly demonstrated on the research dyno where simply changing calipers onthe test fixture (with same compound pad and rotor) equates to sometimesdramatically different friction level curves. 單純改變測試夾具上的卡鉗,同時就產生顯著不同的摩擦等級的曲線（採用相同成分來另和碟盤）,這些在測試台上清楚地證明出來。
This is much more pronounced with O.E.calipers than the high-end billet racing counter-parts, but in all fairness,the production O.E. calipers still do a very good job overall, particularlywhen cost is factored in. 拿高端賽車零件與OE卡鉗比是更為明顯，但平心而論，量產的OE卡鉗整體還是表現很好，特別是納入成本因素來看。
Another fundamental and crucial differenceis with material and manufacturing techniques. Production machines invariably use mass-produced cast calipers insteadof the race-bred gems found in SBK & MotoGP. Those are the real beauties, CNC machined from substantially highertensile strength billet stock, and often sporting ventilated Titanium pistons. Thedifferences are again manifold but paramount is superior rigidity combined witha typically longer and narrower pad shape.
The Narrow Track layout focuses the applied braking pressure over a somewhatsmaller area, optimizing [in microseconds] the reaction time of the brakingforces. 另一個基本又關鍵的區別是材料和製造技術。 量產車總是採用大量生產的鑄造卡鉗，而不是像能在SBK和MotoGP賽場上考驗的逸品。 這些都是真正的精品，高抗拉強度坯料以CNC加工，並常搭配的是通風鈦活塞。 雖然兩者天差地遠,但最重要的差異是優異的剛性搭配更長和更窄的來另塊。 窄來令配置是在一個小面積來集中施加壓力，優化的制動力的反應時間[接近微秒]。
Of course another advantage of the racespecific calipers is their lighter weight due in large part again to the higherpsi capabilities of the premium grade billet material. 當然另一個優點是，由於頂級材料有更好的耐壓能力,讓賽場用卡鉗能以更輕的重量做成。
With cost always an issue with productionbikes; brake designers went back to the drawing boards to boost performancewhile keeping a bean counter's check on cost. 成本一直是量產摩托車的考慮因素; 剎車設計師又回到了繪圖桌，評估在成本合理範圍能提高性能。
Brembo again forged the way forward with the introduction in late 2000of their stunning Four Pad caliper, which found a home in both the ApriliaMille and the Ducati 748 and 998 R models. These were the first of their kind to use the individual pad-per-pistondesign in a mass-produced production caliper. Theywisely addressed the performance advantages of increased stiffness with theaddition of a massive bridge over the top of the pad cavity opening, greatlyincreasing resistance to distortion. Brembo在2000年年底再次以他們的令人驚艷的四來另卡鉗展現他們的進步， 讓它在Aprilia-Mille和Ducati748/998R找到家 這是第一個在量產卡鉗使用[活塞-來另一對一]的設計。 他們聰明地在來另開口的頂部增加巨大橋接來增加剛性優勢，大幅增加抗扭曲能力。
補充:某些"小幅卡"，沒有中央的橋接補強，它的本體剛性也就沒有特別的優勢。 僅有容易校正安裝的優勢。
2) Pad Design ,The Leading Edge 2）來另的設計,蹄片前緣
The new generation Brembo Four Pad Caliper design was then furtherenhanced by incorporating four separate pads operating with larger,equal-sized34mm pistons (than their 30/34mm twin pin forerunner). Thenecessity of using differential bore piston diameters to reduce pad taper (foreand aft) became a moot point when switching to the short individual pad andpiston arrangement. Brembo新一代四來另卡鉗的設計採用四獨立動作來另搭配較大徑（對比前代2PIN-30 /34mm）,大小相等的34mm活塞進一步強化性能。 透過較窄的獨立蹄片以及活塞排列,使用不同直徑活塞減少來另變錐型(前後)的必要性就成了爭議點。
Greater piston area mated to a properlysized master-cylinder piston (ratio) improved performance values.But there's anadditional benefit to the individual pad/piston configuration: greater initialbite. Inevitably, as the pads friction material bears down on the rotor duringbraking, each leading edge acts with greater force than its trailingcounterpart, adding additional grip in the process. More leading edge=morebite. Although this is for the most part noticeable mainly in the initialbraking sequence, the end result is another notch up the bar in performance. 大活塞面積匹配適當大小的主泵活塞（比率）能提高性能。但是，獨立來另/活塞配置還有一個額外的好處：較大的初始咬合力。 理所當然，當煞車時蹄片摩擦材料重重的壓住碟盤，每個蹄片前緣具有比其後端對應更大的作用力，在此過程中添加額外的咬合力。 更多蹄片前緣=更多咬合力。 雖然在大多數情況下這主要在初始煞車時會讓人注意到,最後的成果卻是突破另一個性能上的門檻。
補充:現今市面上的徑向卡鉗，多改採單側單一不對稱來另，還未找到確切論點。
This fact is not new, having been around inthe aftermarket for years. Companies like ISR, Harrison,PM and othershave and continue to offer these in various combinations. Bear in mind however, you are going to payfor this improved performance with a notably higher pad replacement cost. 這已經在改裝市場流傳多年，其實不是新理論。 如ISR，Harrison，PM這些公司還有其他人,持續在提供各種改裝組合。 但是請記住，改進的煞車性能會要花你非常多錢去換來另。
Tokico has now taken this concept anotherstep by incorporating a beautifully sculpted individual pad/piston design intothe trick looking radial mount system, debuting on the new 2003 Kawasaki ultraZX6R/RR and Suzuki's revised GSX-R1000 assault weapon. Tokico現在已經採取了這一概念再進一步在外觀誘人的徑向安裝系統上融入雕刻精美的獨立蹄片/活塞卡鉗設計，在2003KawasakiZX6R/RR和Suzuki改款的GSX-R1000首次亮相。
So bottom line, what does it mean to youthe sportbike enthusiast and weekend warrior? In simple terms, stronger brakes.Evidently the O.E.'s think enough so to warrant downsizing the rotors toimprove handling and turn-in performance via reduced rotating mass (lessgyroscopic force). It will surely be of interest to all to see how well thesesmaller, lighter rotors will like this arrangement. Rotors with less materialmass and heat sink capability often suffer more from fatal thermal stressdistortion. 所以結論是，對你來說運動車狂和週末勇士意義在哪？ 簡單來說，更強的剎車。 顯然，OE卡鉗足以煞住碟盤，以提高操控性並可透過減低迴轉質量提升入彎性能（減少陀螺力）。
質量比較小的碟盤,吸熱的能力也比較差,通常受到熱應變而扭曲的的影響也比較嚴重.
(感謝 林裕翔網友指正: 碟盤用更少質量的材料避免儲存熱能產生熱變形<<此句翻譯錯誤) 像這樣配置更小，更輕碟盤的好處必將引起各方興趣。
Does all this new-fangled brake design meanthe current crop of high performance calipers are making a quick exodus to thedustbin? Not likely. Need proof? The newly crowned World Superbike Champion ofColin Edwards and the mighty Honda VTR1000Sp2 used the traditional Nissinsix-pot billet race caliper all season--Old World perpendicular mount and all.Could it be Honda was too cheap to fork over the cash for the latest radialmount version? Yeah, right! Sure looked to me like the new Champ's brakes were workingjust fine....
Jeff Gehrs is the man we turn to when news brakes. Bother him at jeff@braketech.com. 這一切新式的卡鉗設計意味著目前生產的高性能卡鉗正在快速被淘汰？ 不見得。需要證明嗎？ 新加冕的的世界超級摩托車冠軍ColinEdwards和強大的本田VTR1000Sp2整個賽季採用了傳統的Nissin六活塞鍛造卡鉗 - 和舊世代的立式安裝一切相同。 難道是本田沒錢去弄成最新的徑向安裝版本？是啊，沒錯！ 在我看來，新冠軍的煞車運作得都很好.......
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