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To use this nomograph, let''s take the previous example of the Beiden #82418 cable with capacitance of 30 pf/ft. If we encountered 1,000 ft of cable back to a recording station, total capacitance would be 30,000 pF. If 100,000 Hz response and a maximum of 1 volt of signal level are air required, the nomograph provides a value of V/(i^sub c^ - 1) of 0.055. Note i^sub c^ is in milliamps and 1 is subtracted to account for the current required to power the ICP® electronics. Substituting, l/(i^sub c^ - 1) = 0.055 would result in a required supply current of 19.2 milliamps. 20 mA tends to be the maximum supply current for ICP circuits. If 5 volts maximum signal were required, and the maximum supply current were provided, V/(i^sub c^- 1) = 5/(20 - 1) = 0.263. Entering the table where 0.263 on the ordinale intersects 30,000 pF yields an upper frequency limit of about 21,000 Hz. While proper cable termination (impedance matching) is likely not required for the 21,000-Hz signal, it definitely would be for the 100,000-Hz signal.
References 9 and 10 describe recent advances using MEMS "silicon-on-insulator" (SOI) pressure transducer technology. This technology enables steady-state operation at temperatures to greater than 1000° F, while also enhancing transducer shocks performance in thermal-transient environments.The initial effect of transient temperature on quartz ICP® pressure transducers is to cause internal component dimensional changes (see Figure 5), which ultimately result in a partial release of the preload within the stack of quartz plates. The release of this camaro preload results in an error in the pressure transducer output and a false indication of a positive pressure after the pressure event is over. A RTV coating is usually placed on the diaphragm of the transducer to provide a barrier to thermal transients. Coatings, placed on either MEMS or ICP® transducers, typically delay the thermal transient for no more than a few 10s of milliseconds.
Don''t scar the shock shaft.You know better than to grab the shock shafts with a pair of bare pliers when you thread on the shock eyelets; right? Of course you do. The trouble is, whatever you use to pad the jaws makes It hard to hold the shaft tightly enough to prevent It from turning. There are a few options:Clamp the shaft by its threads with the cutting jaws of the pliers. This works great, but you can only thread the eyelet onto the shaft up to the pliers, leaving at least one thread exposed. The spring perch will cover it, and the extra millimeter or so it adds to the shock''s overall length won''t affect most vehicles; but if you''re slamming a sedan, it might air matter
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