Hi guys,
sorry for my late reply but I had a very busy weekend.
David: thanks for worrying so much.
If you mention the 800°C however, you have to keep in mind that this is not what the rotor hat is subjected to. Just check the melting temperature of pure aluminium (alloys even melt at lower temperatures, except of intermetallics which we don't have here).
I agree that the hat will be exposed to elevated temperatures, which has been taken account for in my calculations, so don't worry. Besides, it is not the first time that somebody has made a rotor hat out of precipitation hardening aluminium.
Tom: There are different ways to compute the loads during deceleration. A very simple one which can be used without having telemetry data at hand is as follows:
Lets consider a car where we first of all neglect aerodynamic downforces (which is quite fair at low speeds and for cars without articulated aerodynamics, like from the 60s). Lets further assume it moves horizontally, so we do not encounter vertical accelerations.
We know from physics that the force for deceleration of a given mass m is:
F=m*a
As a further law from physics we know that a body with the mass m (on a horizontal plane) can be subjected to a maximum sideward acting force
Fr0=m*g*µ0
before it starts to slip. If we use this Fr0 as the maximum force for deceleration, we can compute the deceleration just before slip occurs as
a=g*µ0.
For cars/bikes/(objects) where the above assumptions apply, the vehicle weight cancels out. This is the reason why most of the sportscars have quite similar breaking distances, regardless of their weight.
This is just physics and holds for every object, bike or car (with the stated assumptions from above), regardless of tire types, suspension, wheel base and so on.
The µ0 from above however is not the friction coefficient at the tire, it is an averaged friction coefficient. Which tire has which is (as a first approach) a question of specific vertical load on the tire which is a function of wheel base, height and longitudinal coordinate of center of gravity. If you don't know these, you have to come up with a conservative assumption or gather measured values.
When you have derived the tangential force at the tire, determining the torque acting on the brake at one wheel is just a moment equilibrium equation.
Sorry for this crude summary, but I hope it helps.
Thank you for your comments