CHAPTER 1 INTRODUCTION

Brakes are one of the most important safety and performance components in automobiles. Ever since the advent of the automobile, development of brakes has focused on increasing braking power and reliability. However, the refinement of vehicle acoustics and comfort through improvement in other aspects of vehicle design has dramatically increased the relative contribution of brake noise to these aesthetic and environmental concerns. The word Squeal means loud noise. Disc brake squeal remains an elusive problem in the automotive industry. A loud noise or high pitched squeal occurs when the brakes are applied. The frequency ranges for the low-frequency squeal is 1000 2000 Hz and for high frequency squeal is 215 kHz. Brake noise is an irritant to consumers who may believe that it is symptomatic of a defective brake and file a warranty claim, even though the brake is functioning exactly as designed in all other aspects. Thus, noise generation and suppression have become prominent considerations in brake part design and manufacture. Indeed, many makers of materials for brake pads spend up to 50% of their engineering budgets on noise, vibration and harshness. 1.1 DISC BRAKE MECHANICS An automotive brake system can be divided into three main parts: The rotor, as the name is indicating, is rotating with the wheel. It is the

first part in the friction couple. The brake pad is the second, stationary part of the friction couple. During a

brake application the pad is pressed against the rotor with a hydraulic piston. The friction forces between the stationary pad and the rotating disc will turn

the kinetic energy of the vehicle into heat. The hydraulic system transfers and amplifies the brake force from the brake pedal to the hydraulic piston pressing the linings against the rotor.

Figure 1.1 Disc Brake (courtesy www.howstuffworks.com) The brake pads are the rough friction surface that is pressed against the rotor to stop the wheel. The rotor is a round plate attached to the hub. The piston presses one brake pad against the wheel, while the caliper presses the other. The caliper is floating because it moves in a track that allows it to center itself over the rotor. As the brake fluid fills the cylinder, it pushes the piston to the left; however, it also pushes the caliper to the right. This allows both brake pads to press against the wheel simultaneously. 1.2 FINITE ELEMENT MODELS In recent years, the finite element method has become an indispensable tool for modeling disc brake systems and providing new insights into the problem of brake squeal. This method provides a natural and straightforward means for generating finite dimensional approximations to the governing equations of motion for the components of the brake system. This is accomplished by admitting polynomial interpolations of the dependent variables (e.g., displacements, temperature) within each element subdomain. However, contrary to traditional lumped parameter techniques, the finite element method allows for accurate representation of complex geometries and boundary/loading conditions. Also, spatially resolved kinematic and kinetic quantities, such as strains and stresses, are readily computed as part of the finite element solution. Furthermore, the accuracy of a finite element model is typically controlled by the analyst, who may choose to refine the approximation in order to simulate the response of the brake system with a higher degree of fidelity.
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The finite element method has been employed by researchers in brake squeal studies to several ends. One of its earlier uses was to investigate the modes and natural frequencies of the brake rotor. The most common use is to compute the M and K matrices in models of disc brakes. Subsequently, a linear eigenvalue analysis is conducted to determine the systems frequencies, modes, and stability. 1.3 REASONS FOR BRAKE SQUEAL Most brake squeal is produced by vibration (resonance instability) of the

brake components, especially the pads and discs (known as force-coupled excitation). The callipers and brake pads, which squeeze the brake rotors to make the car

stop, can't get an even grip on a warped rotor hence, vibration. Cold weather combined with high early-morning humidity (dew) often

worsens brake squeal. Dust on the brakes may also cause squeal. 1.4 PROBLEMS DUE TO SQUEAL Overall brake squeal can be annoying to the vehicle passengers, passers-by,

pedestrians, etc. especially as vehicle designs become quieter. Squeaky brakes can panic a driver. Warranty claims by the customer.

1.5 METHODOLOGY OF WORK FLOW

Literature Survey

Problem Identification

Disc Brake 3D model

Meshing of the Assembled Drawing

Frequency Analysis

Figure 1.2 Flowchart of Work flow

CHAPTER 2 LITERATURE SURVEY

2.1 Analysis of brake squeal noise using the finite element method Roberto Jordan, et al.,[1] This paper summarizes the application of complex eigenvalue analysis in a finite element model of a commercial brake system. The effect of the operational parameters (friction coefficient, braking pressure and brake temperature) and wear on the dynamic stability of the brake system is examined. The results show that the effect of brake temperature changes the coupling mechanisms between rotor and pad, which in some cases can be useful in order to reduce the instabilities and generated noise. Wear is an operational condition that has a strong effect on the system instability, since stiffness properties of brake pads are influenced by the changes on geometry and on the friction material, leading to high-frequency noise generation. 2.2 Analysis of Disc Brake Noise at High and Low Frequency with the Effect of the Friction Ammar A. Yousif, et al., [2] This paper is a study on the stick-slip oscillation of a discrete system with contact interaction as a friction curve. The stick-slip oscillation with a single degree-of-freedom was examined by means of numerical time integration , while that with two degrees was by using FEM method. Beam on rotating disc was used to investigate the effect of friction at low velocity. The response indicated that the friction ratio was responsible for the separation amplitude value. The plate on disc was modelled and connected by using matrix27 to investigate the effect of friction on a high frequency system. The results showed that friction causes damping at low frequency while at high frequency, it may generate the squeal. 2.3 Linear eigenvalue analysis of the disc-brake squeal problem Q. Cao1, H. Ouyang1 et al, [3] This paper presents a numerical method to calculate the unstable frequencies of a car disc brake and suggests a suitable analysis procedure. The stationary components of the disc brake are modelled using finite elements and the disc as a thin plate. The separate treatments of the stationary components and the rotating disc facilitate the modelling of the disc brake squeal as a
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moving load problem. Some uncertain system parameters of the stationary components and the disc are tuned to fit experimental results. A linear, complexvalued, asymmetric eigenvalue formulation is derived for the friction-induced vibration of the disc brake. Predicted unstable frequencies are compared with experimentally established squeal frequencies of a real car disc brake. 2.4 Finite Element Analysis of Thermal elastic Instability of Disc Brakes JW. S Chung et al [4] In this study, the thermoelastic instability (TEI) was analyzed using the finite element analysis technique. The governing dynamic and heat equations were described. Three dimensional thermo mechanical analysis model of the disc brake system were created. An intermediate processor based on the staggered approached was used to exchange result data: temperature, friction contact power, nodal displacement and deformation. Disc thickness variation (DTV) and temperature distribution of the disc were calculated, and the tendency and meaning of each result were discussed. 2.5 Analysis of disc brake squeal using the Complex Eigenvalue method P. Liu et al [5]. In this paper, a new functionality of ABAQUS/Standard, which allows for a nonlinear analysis prior to a complex eigenvalue extraction in order to study the stability of brake systems, is used to analyse disc brake squeal. An attempt is made to investigate the effects of system parameters, such as the hydraulic pressure, the rotational velocity of the disc, the friction coefficient of the contact interactions between the pads and the disc, the stiffness of the disc, and the stiffness of the back plates of the pads, on the disc squeal. The simulation results show that significant pad bending vibration may be responsible for the disc brake squeal. 2.5 CONCLUSION FROM LITERATURE SURVEY The effect of some operational parameters on the stability characteristics of a disc brake such as High friction coefficients increases the degree of system instability. Brake temperature had the effect of reducing the brake pad stiffness, altering the coupling mechanisms between the rotor and pad. In some cases, this effect can be useful. An increase in temperature led to an increase in the damping loss factor of the brake pads. Wear is an operational condition that must be considered in numerical models, since it has a strong effect on the stability characteristics The effect of a non5

conservative (as a friction force) tends to couple the two modes. These effects make the system able to exchange energy in a way that causes the unstable behaviour of the brake system to continue. It can be observed that the effects of friction coefficient enforce the system to generate the squeal at lower frequency from the stable separate modes. Complex eigenvalue analysis is more useful in finding the unstable frequency which causes squeal. 2.6 OBJECTIVE To perform Static analysis for the application of brake pressure. Static analysis to impose a rotational velocity on the disc. To extract the natural frequency of the system. Complex eigenvalue analysis to extract unstable modes and identify the onset of squeal frequency. To vary the operational parameters such as friction coefficient, pressure, contact stiffness and angular velocity and its effect on squeal frequency.

CHAPTER 3 BRAKE SQUEAL ANALYSIS

3.1 BRAKE NOISE GENERATION MECHANISM Disc brake squeal occurs when a system experiences vibrations with a very large mechanical amplitude. There are two theories that attempt to explain why this phenomenon occurs. The first theory states that brake squeal is a result of a stickslip mechanism . An opposing theory states that high levels of vibration result from geometric instabilities of the brake system assembly. An example of stick-slip is a squeaky door hinge. During the stick phase, the brake lining and cast iron move together, with no slippage at the interface. The stick time period is variable, depending on speed, load, and system stiffness. When slip begins, a noise burst occurs, this involves a half-cycle of motion at the rubbing surface. The sudden energy burst often produces a more sustained audible oscillation.

Figure 3.1 Stick Slip effect Both theories, however, attribute the brake system vibration and the accompanying audible noise to variable friction forces at the padrotor interface. According to the first hypothesis, the stickslip theory, a variable friction coefficient with respect to sliding velocity between pads and rotor, provides the energy source for the brake squeal. Several studies based on this theory were conducted when disc brakes were first used on automobiles. Squeal noise was found to be more likely when the decreasing relationship between the friction coefficient and the sliding velocity become pronounced. An increase in the negative slope did not always increase the
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occurrence of squeal, however, the need for an alternative or accompanying theory was revealed. In the case of geometric instability, the second theory, the variable friction forces are caused by variable normal forces. Even if the coefficient of friction is constant, variable friction forces are still possible. In this case, two system modes that are geometrically matched move closer in frequency as the friction coefficient increases. These two modes eventually couple at the same frequency and become unstable. 3.2 ANALYSIS OF BRAKE SQUEAL NOISE USING FEM The stability of the system of equations, according to the geometric stability hypothesis, reflects the likelihood of squeal for the brake system modelled. Several techniques for evaluating the stability of a system are available. Approaches considered were (a) a transient solution of the dynamic equations of motion, (b) evaluation of the Routh criterion, and (c) an eigenvalue analysis of the system. A divergent transient solution indicates that instabilities are present in the system. Likewise, the Routh criterion demonstrates whether or not a system is stable. Such solutions, however, provide no insight into how the structure could be altered to remove the instability.

Figure 3.2 Interaction of two masses with friction effect included

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On the other hand, the complex roots obtained from an eigenvalue analysis can reveal which system vibration modes are unstable. Knowledge of the unstable system modes facilitates several control methods: modal frequencies could be moved by changing components or adding damping, so that the mode in question becomes stable. Based on the usefulness of the information, complex eigenvalues are used as a measure of the system stability. The equation of motion for a vibrating system is ----------------------(1) where M, C and K are mass, damping and stiffness matrices, respectively, and u is the generalized displacement vector. For friction induced vibration, it is assumed that the forcing function F is mainly contributed to by the variable friction force at the padrotor interface. The friction interface is modeled as an array of friction springs as shown in Fig. 3. With this simplified interface model, the force vector becomes linear. ----------------------(2) where Kf is the friction stiffness matrix. A homogeneous equation is the obtained by combining Eqs. (1) and (2) and by moving the friction term to the lefthand side: -----------------------(3) 3.3 COMPLEX EIGENVALUE ANALYSIS The complementary solution to the homogenous, second order, matrix differential equation above (3) is in the form of

------------------------(4) Performing the appropriate differentiations and substituting into Eq. (3) yields the complex eigenvalue problem: -------------------------(5)

Non-trivial solutions for the displacement occur only where the matrix in parenthesis is singular. This matrix is singular only for certain values of S, called complex eigenvalues. The arbitrary scaled solution vectors corresponding to each eigenvalue are the eigenvectors. They may or may not be complex. These eigenvectors reveal the relative shape of the oscillatory motion for each solution, or mode, including the phase relationship between points in the system if they are complex. The eigenvalues and the eigenvectors of Eq. (5) may be complex, consisting of both a real and imaginary part. For underdamped systems the eigenvalues always occur in complex conjugate pairs. For a particular mode the eigenvalue pair is -------------------------(6) where is the real part and is the imaginary part for the ith mode. The

motion for each mode can be described in terms of the complex conjugate eigenvalue and eigenvector:

--------------------------(7) Thus and are the damping coefficient and damped natural frequency

describing damped sinusoidal motion. If the damping coefficient is negative, decaying oscillations typical of a stable system result. A positive damping coefficient, however, causes the amplitude of oscillations to increase with time. Therefore the system is not stable when the damping coefficient is positive. By examining the real part of the system eigenvalues the modes that are unstable and likely to produce squeal are revealed.Variable friction force with variable normal force (interface element) The contact stiffness element used in the model describes the interaction between adjacent nodes of the disc and pads. This is probably the only work which shows, through a clear and solid based explanation, all the procedures involved in the construction of an FEM model to analyze disc brake squeal noise. The friction element must be able to model: The steady state friction force acting at the interface of the components the

steady state reaction force acting in the normal direction.

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The varying part of the normal force which is proportional to the stiffness of

the element and the relative displacement of the adjacent nodes and the varying part of the friction force which is related to the varying normal force according to Amontons law ------------------------(8)

Figure 3.3 A pad coupled to the disc face model with friction elements

Figure 3.4 The effect of normal displacement on the variable normal force Node 1 represents one of the nodes on the disc face and node 2 is the adjacent node on the brake pad friction face as shown here in Fig4.3. When perturbed, nodes 1 and 2 move relative to each other, causing a variable force on node 2, which is a function of
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the relative displacement between the two nodes and the contact stiffness. In the case where both nodes move further apart.The equation of motion representing the interaction of nodes 1 and 2 can therefore be used as the basis of the interface element. at node 1 (pad friction face): Fx1 = kc(y1-y2) Fy1 = kc(y1-y2) at node 2 (rotor friction face): Fx2 = -Fx1 Fy2 = -Fy1 .(11) .(12) ..(9) .(10)

Thus arranging the nodal stiffness relationship in a matrix form:

2.1. COMPLEX EIGENVALUE EXTRACTION For brake squeal analysis, the most important source of nonlinearity is the frictional sliding contact between the disc and the pads. ABAQUS allows for a convenient, but general definition of contact interfaces by specifying the contact surface and the properties of the interfaces. ABAQUS version 6.10 has developed a new approach of complex eigenvalue analysis to simulate the disc brake squeal. Starting from preloading the brake, rotating the disc, and then extracting natural frequencies and complex eigenvalues, this new approach combines all steps in one seamless run. The complex eigen problem is solved using the subspace projection method, thus a natural frequency extraction must be performed first in order to determine the projection subspace. The governing equation of the system is ----------------------------(13)

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Where M is the mass matrix, C is the damping matrix, which includes frictioninduced contributions, and K is the stiffness matrix, which is unsymmetric due to friction. The governing equation can be rewritten as ------------------------------(14) where is the eigenvalue and is the corresponding eigenvector. Both eigenvalues and eigenvectors may be complex. In order to solve the complex eigen problem, this system is symmetrized by ignoring the damping matrix C and the unsymmetric contributions to the stiffness matrix K. Then this symmetric eigenvalue problem is solved to find the projection subspace. The N eigenvectors obtained from the symmetric eigenvalue problem are expressed in a matrix as [1, . . . ,N]. Next, the original matrices are projected onto the subspace of N eigenvectors

---------------(15) and

-----------------(16)

Then the projected complex eigen problem becomes

------------------------(17) Finally, the complex eigenvectors of the original system can be obtained by

-----------------------------(18) If the damping ratio is negative, the system becomes unstable, and vice versa. The main aim of this analysis is to reduce the damping ratio of the dominant unstable modes.

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CHAPTER-4 FINITE ELEMENT MODEL

4.1 SOLID WORK MODELING The Solid Works Part Design application makes it possible to design precise 3D parts with an intuitive flexible user interface, from sketching in an assembly context to iterative detailed design. Part Design application will enable you to accommodate design requirements for parts of various complexities, from simple to advance. 4.2 DIMENSIONS OF DISC

Figure 4.1 Illustrated disc brake dimensions (all the dimensions in mm)

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Figure 4.2 3D model disc and pad

Figure 4.3 3D model of disc and pad 4.3 MESHINIG Hypermesh software highly flexible finite element analysis software. Its important feature is its meshing capability and its flexibility to interact with other geometrical analysis software.

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Figure 4.4 Meshed Model Disc brake pad

Figure 4.5 Meshed Model of Disc

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CHAPTER-5 RESULTS AND DISCUSSION

The effects of the system parameters, such as the hydraulic pressure P, the rotational velocity of the disc W, the friction coefficient of the contact interactions between the pads and the disc u, the stiffness of the disc, and the stiffness of the back plates of the pads, on the disc squeal are investigated by the simulation model. The complex eigenvalue analysis is performed up to 9 kHz which is the range of squeal occurrence for the present disc model. As mentioned previously, if the damping ratio is negative, the system becomes unstable, and vice versa; when the disc system is unstable, the squeal propensity increases with an increased value of the damping ratio . For clarity, only damping ratio and frequency are plotted. The typical values for the system parameters used in the simulation are: P = 0.5 MPa, W = 0.5rad/s, u = 0.3, ED= 210GPa, TD = 5mm, and EP = 210 GPa. Analysis is carried out in Abaqus 6.10, by changing the values of each parameter while retaining the respective typical values for the others.
Mode number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Real Part -5.06 10.23 -6.31 -18.12 -22.98 0 -10.09 -31.41 -2.31 -1.83 -4.5 -0.9 -100.8 -3.25 -0.03 -0.98 80.37 -33.46 -55.93 -75.9 Frequency in hertz 1352 1450 1750 2256 2487 2985 2998 3158 3198 3548 3874 4268 4396 4500 4987 5023 5896 6245 6350 6678 17 Damping Ratio 0.054492308 -0.10272331 0.0524992 0.116944681 0.134535103 0 0.049002802 0.144816213 0.010517073 0.007509808 0.016912752 0.003070291 0.333859873 0.010515556 8.75877E-05 0.002840693 -0.19847137 0.078010825 0.128242646 0.165484277

Table 5.1 Frequency output

0.4 0.3 0.2 0.1

Stable region

Damping Ratio

friction=0.3 0 -0.1 -0.2 -0.3 1352 1450 1750 2256 2487 2985 2998 3158 3198 3548 3874 4268 4396 4500 4987 5023 5896 6245 6350 6678

Frequency Hz

Unstable region

Figure 5.1 Damping ratio vs frequency The unstable modes are figure 5.3 mode numbers 2,17 with frequency of 1450,5896Hz with negative damping ratio. These frequency causes squeal and instability to the system.

Figure 5.2 Unstable mode shapes at mode number 2, 17 with frequency 1450, 5896Hz respectively.

5.1 EFFECT OF FRICTION COEFFICIENT Disc squeal is believed to be caused mainly by friction-induced dynamic instability. This section presents the effect of the friction coefficient of the contact interactions between the pads and the disc on the disc squeal, in which the friction coefficient u varies from 0.3 to 0.8. Fig. 5.2 shows results in the form of the damping ratio as a function of frequency for different friction coefficients.

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0.6 0.5 0.4 0.3

0.2
Damping Ratio

0.1 0 -0.1 -0.2 -0.3 -0.4 -0.5

Unstable region

friction=0.3 friction=0.5 friction=0.8

Frequency Hz

Figure 5.3 Frequency output vs damping ratio for varying friction coefficient

Figure 5.4 Unstable mode shapes at mode number 6, 20 with frequency 12134,7131Hz respectively when friction coefficient is 0.5

Figure 5.5 Unstable mode shapes at mode number 3,18,19 with frequency 1669, 6078, 6625Hz respectively when friction coefficient is 0.8
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It is understandable that with an increase in the friction coefficient, there is an accompanying increase in the instability of the system, thus an increase in the damping ratios. This means that the most fundamental method of eliminating brake squeal is to reduce the friction between the disc and pad. However, this obviously reduces braking performance and is not a preferable method to employ. The unstable modes are figure 5.3 mode 2,17 for friction coefficient 0.3, figure 5.4 mode 6,20 for friction coefficient 0.5 and figure 5.5 mode 3,18,19 for friction coefficient 0.8.The corresponding mode shapes represents how the disk brake vibration takes place whether it is in plane or out bound and its frequency are onset of squeal.

5.2 EFFECT OF BRAKE PRESSURE The effect of the hydraulic pressure P on the squeal propensity is studied by varying P from 0.5MPa to 1.5MPa. Figure 5.6 shows the change of the damping ratio with frequency for different hydraulic pressures. The major squeal frequency is approximately 7 kHz. It can be seen from Figure 5.6 that with an increase in P, the value of the damping ratio is increased, so the squeal propensity is increased. This is due to a larger hydraulic pressure inducing more friction between the pads and the disc. However, the simulation results also show that the effect of the hydraulic pressure on the disc brake squeal is not significant because the value of the damping ratio only changes from 0.11 to 0.23 when P increases from 0.5MPa to 1.5MPa. 0.6 0.5 0.4 0.3 0.2 0.1
Damping ratio

pressure=0.5MPa pressure=1.5MPa pressure=1.5MPa

Frequency Hz Unstable region

0
-0.1 -0.2 -0.3 -0.4

Figure 5.6 Frequency output vs damping ratio for varying Brake Pressure
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Figure 5.7 Unstable mode shapes at mode number 3, 5 with frequency 1632, 1789Hz respectively when brake pressure is 1Mpa.

Figure 5.8 Unstable mode shapes at mode number 1, 3, 18, 19 with frequency 1405, 1689, 6502, 7189Hz respectively when brake pressure is 1.5Mpa.

5.3 EFFECT OF ANGULAR VELOCITY 0.4 0.3 0.2 0.1

Damping ratio

angular velocity=0.5 angular velocity=3 1419 1686 2003 2379 2826 3357 3988 4738 5629 6688 angular velocity=3
Frequency Hz

0 -0.1 -0.2 -0.3 Figure 5.9 Frequency output vs damping ratio for varying angular velocity
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Figure 5.9 presents the variation of the damping ratio with the frequency for different disc angular velocities W (0.53.0 rad/s). The dominant squeal frequency is approximately 6kHz. As the angular velocity increases, the value of the damping ratio gradually decreases. However, as with the previous case, when changing the hydraulic pressure, the effect of changing the angular velocity on the squeal propensity is also not obvious: this can be seen from figure 5.10 which shows the value of the damping ratio varies with an increase in the rotational velocity of the disc. Here the unstable modes are mode number 3, 18 for 1.5rad/sec and mode number 3, 19 for 3rad/sec. The squeal frequency is 1651, 6018 for 1.5ard/sec and 1686, 5689 for 3rad/sec.

5.4 EFFECT OF STIFFNESS OF THE BACK PLATES OF THE PAD 0.6 0.5

0.4
0.3 0.2 0.1 0 1501 1783 2118 2517 2991 3553 4222 5016 5959 7080 -0.1
Damping ratio

back plate youngs modulus=150MPa back plate youngs modulus=180MPa back plate youngs modulus=210MPa
Frequency Hz Unstable region

-0.2 -0.3 -0.4 -0.5

Figure 5.10 Frequency output vs damping ratio for varying back plate youngs modulus Brake pads consist of contact plates which are made of a friction material and back plates. In this study, the effect of Youngs modulus EP the back plates of the pads on the disc squeal is investigated, in which EP= 150 to 210Mpa the typical value of Youngs modulus for the back plates of pads. Figure 5.10 shows results of the damping ratio versus frequency for different Youngs moduli of back plate. It can be seen that the dominant squeal occurs at a frequency of approximately 6-7kHz. As
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Youngs modulus EP, is increased, corresponding to an increase in stiffness of the back plates of the pads, the value of the damping ratio increases significantly as shown. This important observation implies that the stiffer back plates of pads cause a higher squeal propensity. This is so since the friction material connected to the back plates is very soft compared with the back plate material. Hence the higher the stiffness of the back plates, the greater the uneven deformation and vibration magnitude of the pad, and hence the higher the damping ratio. So an effective method to reduce squeal propensity of disc brake system is to use a damping material for the back plates of the pads. When youngs modulus of plate at 180GPa there are three unstable modes at frequency 2376, 5629, 6136Hz and at 210GPa there are four unstable modes at frequency 1686, 1783, 5016, 7717Hz.Here the damping ratio increases from 0.10 to 0.42 as modulus increases, thereby increasing squeal propensity.

Figure 5.11 Unstable mode shapes at mode number 2, 3 with frequency 1686, 1783, 5016, 7717Hz respectively when back plate modulus is 210GPa.

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Figure 5.12 Unstable mode shapes at mode number 15, 20 with frequency 5016, 7717Hz respectively when back plate modulus is 210GPa.

5.5 UNSTABLE MODES OF DISC BRAKE SYSTEM The simulation results show that for all the cases owe large damping ratios, the unstable frequencies are approximately 5-7kHz. There is a significant pad bending vibration for these cases. Figure 5.13 gives an example of the vibration mode of the disc brake system at a frequency of 7kHz, where all the system parameters are the typical values. It can be seen that the disc has only slight out-of-plane modes of vibration as shown in Figure 5.13, but the pads have serious out-of-plane modes of vibration which occur mainly at the bottom parts of the pads as shown in Figure 5.13. This suggests that the brake pads may be the source of the disc brake squeal. So methods which can reduce the pad bending vibration should be used to eliminate the disc squeal. One of the methods reported is to use viscoelastic material (damping material) on the back of the back plates of the pads and another effective method is to modify the shape of the brake pads to change the coupling between the pads and the disc . Except the unstable vibration modes which occur at frequency 5-7kHz and are caused mainly by the pads vibration, the other unstable vibration modes are caused mainly by the disc vibration. Figure 5.13 give an example of the unstable vibration mode of the disc brake system at the frequency of 7717Hz, where all the system parameters are the typical values. It can be seen that the disc has significant out-ofplane vibration compared with the vibration of pads.

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Figure 5.13 Vibration mode of the disc brake system at frequency 7717 Hz.

5.6 SQUEAL INDEX From the eigenvalues analysis, the instability levels and the eigen frequencies are calculated. The instability level (degree of instability) is defined as the real part of the eigenvalue =Re [] and the eigen frequency is defined as the imaginary part of the eigen value =Im[] Hz. Some authors took the instability level as a squeal propensity and others do not. In this work the squeal propensity () that is the squeal index will be taken as = (2+ 2)1/2 .sin ( / 2 ) -----------------() The eigen frequencies will be taken as /2 Hz. Where is the phase angle. = tan-1(Imaginary part/real part)----------------()

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1000 800 600 400 200 0

Squeal Index

friction=0.3 friction=0.5 friction=0.8

-200

2000

4000

6000

8000
Frequency Hz

-400
-600 -800 -1000

Figure 5.14. Effect of friction coefficient on brake squeal noise and frequency respectively Figure 5.14 indicates the effect of friction coefficient on brake squeal noise and degree of instability. As the friction coefficient increases from 0.3 to 0.8 the squeal index also increases from 50 to 900. The highest squeal index for 912 for frequency of 7721Hz is obtained for friction coefficient 0.8. In figure 5.15 the modulus of elasticity of the back plate is increased from 150 to 210GPa. It can be noted from the figure that as the Youngs modulus back plate increases the squeal index decreases from 75 to 973. The lower value of squeal index of 85 and 89 occurred Youngs modulus of 150GP and 180GPa respectively. The squeal index can be reduced by decreasing the friction coefficient and youngs modulus of back plate.

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1500 1000 500 0 0

Squeal Index

back plate youngs modulus=150GPa 5000 10000 back plate youngs modulus=180GPa back plate youngs modulus=210GPa
Frequency Hz

-500 -1000 -1500

Figure 5.14. Effect of back plate modulus on brake squeal noise and frequency respectively The squeal index is more for frequency range of 5-7kHz and when the real part of eigen value is more.

CHAPTER-6
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CONCLUSION
Friction-induced disc brake squeal is investigated using the new function of ABAQUS version 6.10, which combines a static analysis and a complex eigenvalue extraction method. The nonlinear effects can be taken into account in the preloading steps in order to more accurately model a deformed configuration at which a complex eigenvalue analysis is performed. The systematic analysis here shows that significant pad bending vibration may be responsible for causing the disc brake squeal and the major squeal frequency is approximately 5-7kHz for the present disc brake system. The effects of the friction between the pads and the disc, the stiffness of the disc, and the stiffness of the back plates of the pads, on disc squeal, are significant, but the effects of the hydraulic pressure and the angular velocity of the disc on disc squeal are not obvious. The squeal can be reduced by decreasing the friction coefficient, increasing the stiffness of the disc, using damping material on the back of the pads, and modifying the shape of the brake pads.

SCOPE FOR FUTURE WORK To include the temperature effect between pad and rotor because an increase in temperature can sometimes suppress squeal frequency. To include the piston calliper assembly in finite model and do the frequency analysis and change the area of contact between pad and disc. Try to add damping material on back plate so that it can reduce the onset of squeal frequency.

REFERENCES

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[1] Analysis of brake squeal noise using the finite element method: A parametric study Mario Triches Ju nior, Samir N.Y. Gerges *, Roberto Jordan Federal Applied Acoustics 69 (2008) 147162. [2] Automotive Drum Brake Squeal Analysis Using Complex Eigenvalue Methods Ibrahim Ahmed 1, Essam Allam2, Mohamed Khalil2 and Shawki AbouelInternational Journal of Modern Engineering Research Vol.2, Issue.1, pp-179-199, Jan-Feb 2012 ISSN: 2249-6645. [3] Automotive disc brake squeal N.M. Kinkaid, O.M. OReilly, P. Papadopoulos Journal of Sound and Vibration 267 (2003) 105166. [4] Analysis of Disc Brake Noise at High and Low Frequency with the Effect of the Friction Ammar A. Yousif and Inzarulfaisham Abd Australian Journal of Basic and Applied Sciences, 5(3): 209-218, 2011 ISSN 1991-8178. [5] Analysis of Disc Brake squeal using complex eigen value method P. Liu, H. Zheng journal on Applied Acoustics 68 (2007) 603615.

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