Quote:
Originally Posted by Goingnowherefast
Nope, energy change has nothing to do with this. It's a function of vehicle starting velocity, ending velocity, vehicle mass, and time. The shape of the energy flux into the pad is affected by friction changes (like you're mentioning), but the overall energy absorption for the pad is a function of the vehicle parameters mentioned above. The phenomenon that you're describing with the increased wear rate of your pad in this example is likely due to the pad having very non-linear wear versus temperature characteristics - in which the peaks of energy input at peak deceleration causes accelerated pad wear. Have you guys done a brake dyno test regarding wear at different temperatures like that described in SAE J2707? That will likely confirm that hypothesis.
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I'm not an expert, but besides the temperature affecting the wear rate I can imagine that pressure also affects the wear rate.
Imagine the optimal braking is achieved at 1000 psi of brake pressure, and a pad has accelerated wear past 1200 psi or brake pressure.
If you apply 1100 psi of pressure (a bit too much), the ABS might switch between 900 and 1100 psi at high frequency, generating 1000 psi on average.
Now imagine you're pushing 1500 psi instead.
ABS can alternate between 1500 and 500, and each time it goes in the 1200–1500 range the wear will be
much higher than in the previous case, or in case of optimal braking.
Kinda like drilling a hole in concrete with a regular drill vs impact drill.
So even though the amount of energy is the same, and thus temperatures should be (roughly? exactly?) the same,
it's possible that other things can significantly change the wear rate.
Hopefully this mental exercise isn't too far from what's happening.