Investigation of Mounted Disc Brake In-plane and Out-of-plane Modes

in Brake Squeal Study

Dr. Michael Yang and Dr. Abdul-Hafiz Afaneh
(Michael.Yang@US.Bosch.Com; Abdul-Hafiz.Afaneh@US.Bosch.Com)
Robert Bosch Corporation
Automotive Chassis Division
38000 Hills Tech Drive,
Farmington Hills, MI 48331, USA
ABSTRACT
As an effort to solve high frequency brake squeals, increasing attention has been focused on the relationship of
the in-plane (IP) and the out-of-plane (OP) modes of a disc brake and valuable conclusions have been achieved.
As a continuous work of Reference [1], the IP-OP mode relationship under mounted conditions was further
investigated experimentally in this paper. Disc mode indication functions (DMIFs) were useful in quick
identification of these modes. Correlation study between dynamometer noise results of a noisy brake system and
these measured IP and OP modes was made.
It is found that under lightly clamped conditions, the response levels of all direct OP and IP vibrations are in a
transit stage. Under highly clamped conditions and as the pressure keeps increasing, the IP-OP vibrations
become more coupled; the OPD modal frequencies rise while the IPC modal frequencies remain little changed;
and the IPC-OPD frequency separation increases. It is also found that the IPC-OPD frequency lineup is not
correlated with vehicle squeal.
NOMENCLATURE
Variables and Constants:
n: integer constant
A
n
, B
n
: constants related to the n
th
IP mode
I
n
, K
n
: Bessel functions of the 1
st
and 2
nd
kind
J
n
, Y
n
: modified Bessel functions of the 1
st
and 2
nd
kind
C, D, E, F: constants dependant of IP modes
R, r: IPR deflection and radial coordinate
U, u: OP bending deflection and coordinate
, : IPC deflection and circumferential coordinate
: eigenvalue
: phase constant
Abbreviations:
DMIF: Disc Mode Indication Function
FEA: Finite Element Analysis
FRF: Frequency Response Function
IP: In-plane
IPC: In-plane Circumferential
IPR: In-plane Radial
OP: Out-of-plane
OPD: Out-of-plane Diametric
OPT: Out-of-plane Twisting
OPU: Out-of-plane Umbrella
SPL: Sound Pressure Level
INTRODUCTION
In the study of automotive brake high frequency squeal, the frequency lineup between the in-plane
circumferencial (IPC) mode and the out-of-plane diametrical (OPD) mode of a disc rotor has long been the focus
of many ardent discussions. One early work is by North [2] in 1976 who referred the brake squeal to the instability
from an aircraft airfoils flutter mechanism. He was the first to assume that a squeal is the result of an unstable
vibration through the coupling of pairs of flexible modes and he named it the binary flutter mechanism.
In experimental observations, many researchers have noticed that many squeal frequencies typically line up with
one or more disc IPC modal frequencies but not necessarily with the disc OP modes nor with those of other
components [1,4]. In 1993, Matsuzaki [4] tested a special rotor with 13 diameter configurations by sequentially
reducing the outer diameter of the rotor from 293 mm to 242 mm in 13 scales. The OPD and IPC modes of these
13 rotor configurations were measured and their correlation with noise data was performed. He then found
excellent correlation between high frequency squeal and each of the IPC frequencies for all 13 rotor
configurations. These findings were further confirmed by the comprehensive study by Yang [1] whose study
covers 19 different disc brake systems that include 9 front and 10 rear brakes from four major auto OEMs.
It has become a popular assumption in those days in automotive industry that certain high frequency squeal is the
result of modal coupling between a pair of close OPD and IPC modes. This assumption is mostly based on the
results from analytical studies that use relative simple predictive models [3] that have not been validated by
correlated experimental data. In Yangs work [1], a noisy brake, where the IPC-OPD modal lineups exist, was
chosen for extensive experimental investigation. Two alternative rotor designs that can well separate the IPC-
OPD modal pairs of interest were prototyped and tested. The results, however, disapprove the theory of IPC-OPD
modal coupling theory.
Traditional study of the relationship of IPC-OPC modes have been largely based on the rotor free-free boundary
condition. It is important to understand these IPC and OPD modes under mounted conditions since they
correlates better with practical vehicle brake squeal situations. In this paper, the modal structure of disc IP and
OP modes under free-free condition is to be reviewed first. These IPC and OPD modes under mounted and
clamped conditions are then investigated by mean of DMIF functions experimentally. Among the important
aspects of detailed investigations will be the frequency shifting of the OPD and the IPC modes, the frequency
separation within each modal pairs, the response levels of all direct as well as coupled OP and IP vibrations, and
the correlation of IPC-OPD frequency lineups with vehicle squeals.
DISC IN-PLANE (IP) AND OUT-OF-PLANE (OP) MODES
IP AND OP MODES OF SIMPLE CIRCULAR DISC PLATE
In reference [1], analytical solutions for in-plane and out-of-plane modes were sought for a circular plate structure
with a fixed central hole. A cylindrical coordinate system, (U, R, ), was used to describe the three orthogonal
motions where U represents the out-of-plane (OP) motions or the bending (or transverse) deflections of the disc.
Both R and represent the in-plane (IP) motions, respectively in the radial direction and in the circumferential
direction. Since the plane structure is assumed isotropic and symmetric, the OP motion and IP motion are
dynamically disintegrated and thus can be described independently and separately.
Mathematically, the circular disc OP vibrations are completely de-coupled with the IP vibrations. For the OP
vibration, the modal shape for the n
th
mode U
n
(r, ) is expressed by a single equation,
( ) ( ) ( ) [ ] ( ) [ ] + + + = = n r FK r EY r DI r CJ r R r U
n n n n n n n
cos ) ( ) ( ) ( ) ( , (1)
Since the disc is circular, must be a function of period 2 or 360 and so constant n must be an integer. The
node lines, or called the (r,) patterns, of a mode shape are the locations where zero deflections are found. Let
Eq. (1) equal to zero and the OP node lines are therefore defined. They are shown by one or more concentric
circles, mixed with one or more diametric lines, as shown in Figure 1.
In general, there exist three types of OP bending modes. The first type is the diametric modes or called the OPD
modes, represented by the (0,n) mode lines. Its first four modes are shown in the top row in Figure 1. Mode (0,0)
and Mode (0,1) are both rigid body modes and so are excluded from the listing. The second type is the disc
twisting modes or the OPT modes, represented by the (1,n) mode lines and are shown in the second row. The
third type is the disc umbrella modes or the OPU modes, represented by the (1,0) and (2,0) mode lines and are
shown in the third row.
n=1,IPC1 n=3,IPC3 n=2,IPC2 n=0,IPR0
n=5,IPR5 n=4,IPR4 n=3,IPR3 n=2,IPR2
(0, 2),OPD2
(2,0),OPU2 (1,0),OPU1
(1,4),OPT4 (1,3),OPT3 (1,2),OPT2 (1,1),OPT1
(0,5),OPD5 (0,4),OPD4 (0,3),OPD3
.......
.......
.......
For the IP vibrations, there exist two types of coupled motions that are described as the IP circumferencial (IPC)
vibration, defined by coordinate , and the IP radial (IPR) vibration, defined by coordinate R. From Reference [1],
the n
th
IPR mode shape R
n
() and IPC mode shape
n
() are expressed by a pair of equations,
( ) ( ) = n A R
n n
cos (2)
and
( ) ( ) = n B
n n
sin (3)
Figure 1. Circular Disc Out-of-plane Bending Modes Figure 2. Circular Disc In-plane IPR and IPC Modes
In Figure 2, the IP modal patterns are shown. The first type of IP modes describes the circumferencial vibration
and is therefore called the IPC modes. It is analog to the longitudinal vibrations of a beam and so is sometimes
called the longitudinal mode [4]. Its flexible modes start with index of n1. The first three IPC modes are shown in
the first row in Figure 3. The second type of IP modes describes the radial vibration and is therefore called the
IPR modes. IPR0 mode is the zero order breathing mode; IPR1 mode is a rigid mode with an off-set center (not
shown here). IPRn modes (when n2) are called the n
th
order breathing modes. The first four breathing modes
are shown in the second row in Figure 2.
IP AND OP MODES OF DISC BRAKE ROTOR
In the case of a disc brake rotor under free-free supporting condition, analytical solution for normal modes is very
difficult to obtain and so usually an FEA tool is used for the normal mode analysis. Due to the structural
irregularity, pure IP and OP modes do not exist. Since the vibrations usually get localized in higher frequency
range, however, many of the rotor disc modes still exhibit very close similarity to those as for a circular plate [5]
and so IP-OP modes definition can still be applied. In reference [7], a comprehensive FEA normal modes study
was performed for a disc rotor. In total, 99 modes were found in the frequency range up to 18 kHz and all rotor
modes were categorized as shown in Figure 3. Circled out in red fonts are three types of disc OP modes and two
types of disc IP modes. These five categories are the same as for a circular disc discussed before and they
include the diametric OPD, or (0,n) modes; the disc twisting OPT, or (1,n) modes; the umbrella OPU, or (n,0)
modes; the circumferencial IPC modes and the radial IPR modes.
In reviewing all calculated modes, 11 repeated OPD modes, 8 repeated OPT modes, 2 single OPU modes, 3
repeated IPC modes and 7 repeated IPR modes were calculated. They add up in total 55 IP-OP modes for this
rotor and the remaining 44 modes are related to vibrations either localized on the hat section or to those involved
with both disc and hat. In Figure 4, the first and the second IPC modes and the 6
th
and the 8
th
OPD modes are
singled out for display due to special interesting.
Figure 3. Disc Rotor Modal Pattern Categorization Figure 4. Modes IPC1, IPC2 ,OPD6 and OPD8
DISC MODE INDICATION FUNCTION (DMIF)
The disc mode indication functions (DMIFs) consist
of three frequency response functions
experimentally measured at one specially selected
location in its three orthogonal directions. In Figure
5, such DMIFs for a front vented rotor under free-
free condition are shown. The blue curve represents
the OP vibration and its peaks indicate mostly OPD
and OPT modes; the green curve represents the IP
circumferential vibration and the dominant peaks
indicate mostly IPC modes; and the red curve
represents the IP radial vibration and its peaks
indicate mostly IPR modes. These DMIFs are easily
obtained experimentally by one accelerometer or a
point laser and one mini-hammer. No expensive 3-D
measurement equipment is required.
Figure 5. Disc Mode Indication Functions (DMIFs) of Rotor
DISK IPC-OPD MODES LINE-UP WITH SQUEAL FREQUENCIES OF A NOISY BRAKE
The front brake of a vehicle was found squealing at 7.1 kHz, 10.3 kHz, and 14.6 kHz. The occurring conditions of
the squeals vary in a wide range, either at high or low speeds, in humid or dry weather, or cold in a parking lot or
hot while cooling down. Detailed test results can be found in Reference [1]. Shown in Figure 6 is the squeal
frequency information from a dyno test. It clearly shows the existence of three distinguished squeal frequencies
with SPL above 70 dB. The conditions of these squeals are also investigated in details. Figure 7 shows the squeal
intensity, indicated by color of the dots, versus the brake temperature and the inline pressure. It shows that the
brake squeals at full ranges of testing temperatures from 50 C to 300 C and of pressure levels from 0 to 28
bars, defined by an SAE J2521 procedure.
The rotor DMIFs for this brake are already shown in Figure 5 previously. It is very interested to notice that the
three squeal frequencies in Figure 6 line up very well with the only three IPC modes that are indicated by the
three major peaks of the green curve in Figure 5. In an effort to find out the mechanism for these three squeals,
Yang [1] first looked at the disc IPC-OPD frequency lineups that are highlighted by the three boxed areas in
Figure 5. The frequency gaps are found to be only 49 Hz between modes IPC1 and OPD6, and just 45 Hz
between modes IPC2 and OPD8. It is 390 Hz between modes IPC3 and OPD10. Based on the assumption that a
IPC-OPD frequency lineup leads to modal coupling and thus to brake squeal, Yang designed and prototyped two
new concept rotors that can significantly increase the IPC-OPD frequency separation to a level at around 390 Hz.
Brake Disc IP-OP Modes Indicating Functions (DMIFs)
(Out-of-plane Modes: OPD, OPT & OPU; In-plane Modes: IPC & IPR)
0.1
1.0
10.0
100.0
1000.0
0 800 1600 2400 3200 4000 4800 5600 6400 7200 8000 8800 9600 10400 11200 12000 12800 13600 14400 15200 16000 16800
Frequency (Hz)
A
m
p
l
i
t
u
d
e

(
[
m
/
s
^
2
]
/
N
)
Out-of-plane DMIF: OPD, OPT, & OPU modes
In-plane DMIF: IPC modes
In-plane DMIF: IPR modes
O
P
D
2
O
P
D
9
O
P
D
8
O
P
D
7
O
P
D
6
O
P
D
5
O
P
D
4
O
P
D
3
O
P
D
1
1
O
P
D
1
0
O
P
T
1
O
P
T
5
O
P
T
4
O
P
T
3
O
P
T
2
O
P
T
7
O
P
T
6
O
P
U
1
O
P
U
2
I
P
C
3
I
P
C
2
I
P
C
1
I
P
R
0
I
P
R
6
I
P
R
5
I
P
R
4
I
P
R
3
I
P
R
2
Umbrella Modes
- (r,0) modes (OPU)
Other Mixed Modes
Global Patterns
Diametric Modes
- (0, n) modes (OPD)
Twisting Modes
- (1, n) modes (OPT)
Out-of-plane Modes
Radial Modes
(IPR)
Circumferencial Modes
(IPC)
In-plane Modes
Disck Cheek
Breathing Modes
Hat Side Section
OPD Modes
- (0, n) modes
OPT Modes
- (1, n) modes
Bending Modes
IPR Modes
IPC Modes
In-Plane Modes
Hat Top Section
Local Patterns
Disc Rotor Modal Patterns
1
st
IPC mode 2
nd
IPC mode
6
th
OPD mode 8
th
OPD mode
However, the results from 17 consequent dynamometer validation noise tests showed that the use of these two
new rotor designs did not solve the squeal problem at all.
Figure 6. Squeal Frequency vs SPL (dB) Level Figure 7. Squeal Conditions Under SAE J2521
DISC BRAKE IP AND OP MODES UNDER MOUNTED CONDITIONS
The IPC-OPD frequency relationship so far has been limited to disc rotor under free-free supporting conditions.
When a rotor is mounted and under varying pressure levels during a braking event, the IPC and OPD frequencies
will definitely change. It is very important to understand this kind of change and what impacts it may apply on
brake squeals.
DMIF MEASUREMENT UNDER 15 DIFFERENT PRESSURE LEVELS
A brake corner dynamometer fixture with half front axle suspension was used to provide the mounting condition
for the brake. The same rotor used for data in Figure 5 was used for investigation. The rotor DMIFs were first
measured under free-free supporting condition before it was mounted. The rotor was then mounted on the fixture
per torque specification. Figure 8 shows the DMIF test setup under mounting condition. A hydraulic pump was
used to provide pad clamping pressure. A tri-axial accelerometer and a small aluminum cubic block were fixed on
the rim of the disc out-board plate. Excitation was provided by a mini modal hammer. In the mounted condition,
the DMIFs were measured respectively under clamping pressures that were set at 14 increasing levels of 0, 2, 4,
6, 8, 10, 13, 17, 20, 25, 30, 35, 40, and 50 bars respectively. Modal analysis using LMS system was then
performed for all measured DMIF data. To allow more detailed discussion without going too lengthy, focus of
DMIF study was concentrated on modal pairs IPC1-OPD6 and IPC2-OPD8 only.
Figure 8. Mounted Rotor DMIF Measurement Setup Figure 9. OP DMIF Data With Pressure 2-50 bars
Areas of interest
0 2000 4000 6000 8000 10000 12000 14000 16000 18000
70
75
80
85
90
95
100
105
Frequency (Hz)
S
o
u
n
d

P
r
e
s
s
u
r
e

L
e
v
e
l

(
d
B
)











Squeal Frequencies from a Corner Dyno Noise Test
0 5 10 15 20 25 30
0
50
100
150
200
250
300
350
Brake Pressure (bar)
B
r
a
k
e

T
e
m
p
e
r
a
t
u
r
e

(

C
)
Squeal Intensity and Occuring Conditions
The DMIF data so measured was then analyzed and is shown in 3-D format respectively in Figure 9 for the OP
DMIFs, in Figure 10 for the IPC DMIFs and in Figure 11 for the IPR DMIFs. The DMIF data under free-free
supporting condition and unclamped (0 bar) condition are not shown here since their values are relatively too high
to fit into the linear displays well. The two interested mode pair areas in each figure are highlighted by rectangular
boxes in all three figures. Inside each boxed, the trends of movement of the peak values of interested modes are
clearly visible. These figures serve as excellent guidance during modal analysis process. It helps graphically in
distinguishing the direct IP-OP vibrations from the coupled IP-OP vibrations under clamped conditions.
Figure 10. IPC DMIF Data With Pressure 2-50 bars Figure 11. IPR DMIF Data With Pressure 2-50 bars
DIRECT AND COUPLED IP AND OP VIBRATIONS OF BRAKE DISC
In the case of a simple circular disc as pointed out previously, the OP vibrations are completely de-coupled with
the IP vibrations. For a practical disc rotor, there exist no pure OP or IP modes due to the addition of a hat section
to the circular disc and especially under clamped conditions. The higher the clamped force is applied, the more
coupled vibration will be observed. The direct and the coupled vibrations can be seen clearly in Figures 9-11.
They are also indicated in Figures 12 and 13 where waterfall plots of the OP and the IPC DMIFs are shown
respectively.
Figure 12. OP DMIF Data Waterfall Plot Figure 13. IPC DMIF Data Waterfall Plot
It is found from modal analysis that the OPD6 mode moves from 7.0 kHz to 7.23 kHz with 230 Hz increase and
the OPD8 mode moves from 10.49 kHz to 10.74 kHz with 250 Hz increase from free-free condition to clamped
condition at 50 bars. At the mean time, the IPC1 mode moves from 6.96 kHz to 7.045 kHz with 85 Hz increase
and the IPC2 mode moves from 10.45 kHz to 10.50 kHz with 50 Hz increase. The coupled vibrations in radial
direction are not obvious in Figure 11 and, as a result, they will not be discussed again.
In Figure 12, the response levels of two direct OP vibration modes, OPD6 and OPD8, are extracted. They are
shown by the blue and the green lines in Figure 14 separately. Only one coupled IP vibration, IPC2, is clearly
observed which gets more obvious at higher clamping pressure level and their peak values are shown by the blue
line in Figure 15. In Figure 13, the response levels of two direct IP vibration modes, IPC1 and IPC2, are extracted.
Areas of interest
Areas of interest
OPD6 OPD8
50 bars
40 bars
35 bars
30 bars
25 bars
20 bars
17 bars
13 bars
10 bars
8 bars
6 bars
4 bars
2 bars
0 bars
free-free
Coupled IPC2
Vibration
IPC 1 IPC 2
50 bars
40 bars
35 bars
30 bars
25 bars
20 bars
17 bars
13 bars
10 bars
8 bars
6 bars
4 bars
2 bars
0 bars
free-free
Coupled OPD6
Vibration
Coupled OPD8
Vibration
They are shown by the red and the light blue lines in Figure 14 separately. Two coupled OP vibrations, OPD6 and
OPD8, become clearly observable when the clamping pressure is 13 bars or higher and their amplitudes are
shown by the green and the red lines separately in Figure 15.
Figure 14. Direct OP & IP Response Amplitudes Figure 15. Coupled OP & IP Response Amplitudes
Couple of interesting things can be observed in Figure 14. First, the response levels of the direct OPD and IPC
vibrations drop significantly from free-free (F-F) condition to unclamped (0 bar) conditions and finally to lightly
clamped 2-bar condition at the lowest points. Then, the response levels tend to increase slightly in the range
between 2 and 8 bars and we have not found a convincible explanation for that. One would realize that the rotor-
pads-caliper system are in transit engagement stage in this pressure range. This pressure range is normally
called the lightly braking in a vehicle condition and is also where most squeal noise complaints are reported.
When the clamping pressure is higher than 10 bars, both the direct and the coupled IP and OP DMIF response
levels tend to become stable, and the coupled vibrations are more clearly observed (as shown in Figure 15). In
this pressure range, the rotor-pads-caliper system become integrated. As the clamping pressure keeps
increasing, the response levels of all direct IPC responses (shown in Figure 14) and both coupled IP and OP
responses (shown in Figure 15) tend to decrease. The response levels for the OPD modes, however, could either
increase, as for modes OPD8 and OPD7, or decreases, as for mode OPD6.
DIFFERENCE BETWEEN MODE COUPLING AND VIBRATION COUPLING
As pointed in Reference [1], vibration coupling and mode coupling are two totally different concepts but very often
they confuse many brake engineers. It is extremely import to understand what makes the two different and what
they share in common in order to find out the root cause of a squeal noise. Vibration coupling implies that
vibrations present at two or three orthogonal directions simultaneously with comparable strength and may be the
result of resonance at a single natural frequency. Mode coupling is about two close system modes converging
under special operating conditions that would possibly create a system instability. When there is an IP-OP mode
coupling, there must be a vibration coupling. In absence of a vibration coupling, however, it is not possible to have
a rotor disc IP-OP mode coupling. One convenient way to identify if there is presence of close/coupled modes
experimentally is to use one of the modal indication functions such as CMIF or MIF that is available in most
advanced modal analysis packages.
FRQUENCY SEPARATION GAP WITHIN IP-OP MODE PAIR
One of the major focuses of our study is to track the frequency separation between one IPC mode and one closed
OPD mode under different clamping pressures. Figure 16 A) and B) show the frequencies of two modal pairs of
interest under 14 pressure levels and free-free supporting condition. The first pair of mode is around 7 kHz and
the second pair of mode is around 10.5 kHz. When the clamping pressure is below 10 bars, the IPC-OPD
frequency separations are not significant since rotor, pads, and caliper still behave more independently. When the
pressure level is above 10 bars, the pad-rotor-caliper system becomes more integrated. Mode OPD6 and mode
OPD8 both go up significantly as pressure rises while mode IPC1 and mode IPC2 stay little changed. As a result,
F-F 0 10 20 30 40 50
0
20
40
60
80
100
120
Pressure Level (bar)
A
m
p
l
i
t
u
d
e

(
m
/
s
2
/
N
)
Driving Point FRF Peak Values At Four Frequencies of Interest
6th OPD Response to Normal Excitation
8th OPD Response to Normal Excitation
1st IPC Response to Circumferential Excitation
2nd IPC Response to Circumferential Excitation
F-F 0 10 20 30 40 50
0
20
40
60
80
100
120
Pressure Level (bar)
A
m
p
l
i
t
u
d
e

(
m
/
s
2




/
N
)
Crossing Point FRF Peak Values At Frequencies of Interest
2nd IPC Response to Normal Excitation
6th OPD Response to Circumferential Excitation
8th OPD Response to Circumferential Excitation
the frequency separation gaps
within these two mode pairs both
increase. Since the brake under
investigation squeals in full dyno
testing pressure range up to 28 bars
where IPC-OPD mode lineups may
not be necessarily presents, it gives
suggestion that the IPC-OPD mode
frequency lineup is not directly
correlated to the vehicle squeals.
Figure 16. Frequency Separations for the 1
st
and the 2
nd
IPC-OPD Mode Pairs
DYNO VALIDATION FOR IP-OP MODE SEPARATED BRAKE DESIGNS
As an experimental confirmation study, we therefore prototyped two new concept rotor designs, called Design A
and Design B, that both show good IPC-OPD mode separations. Six SAE J2521 noise screen tests were then run
on a chassis dynamometer in a vehicle condition. Two of the tests, #O1 and #O2, were configured with the
original production rotors; three of them, #A1, #A2 and #A3, used prototyping Design A rotors; and one of them,
#B1, used prototyping Design B rotors.
The squeal frequencies from dyno noise tests are shown in Figure 17, together with the frequencies of the 2
nd
pair
of IPC-OPD modes for all 12 tested rotors. It shows that squeal presented in all 6 tests. The IPC-OPD frequency
separations are on average 15 Hz for the original production rotors, 390 Hz for Design A rotors, and 173 Hz for
Design B rotors respectively. A frequency separation
between 300~500 Hz is generally considered good
and is considered as lineup if it is less than 100 Hz,
based on the rotor modal density.
Several interesting observations were observed.
Firstly, the squeal frequencies are close, but not
exactly equal, to any rotor frequencies. Secondly, the
squeal frequencies seem to follow the trend of the 2
nd
IPC modes and are irrelevant to the trend of the 8
th
OPD modes. It was further observed that Design A
brake squealed more even though Design A shows
larger IPC-OPD mode separation than the original
design. In addition, Design B was found quieter than
Design A while it has actually smaller IPC-OPD mode
pair separation than Design A. In one word, the lineup
of IPC-OPD mode pair is irrelevant to the squeal itself.
Figure 17. Chassis Dyno Noise Results of Three Rotor Designs
10.4 kHz Squeals from Chassis Dyno Noise Tests
and Disc IP-OP Modes Line-up
-
9800
9900
10000
10100
10200
10300
10400
10500
10600
10700
10800
#
O
1
L
#
O
1
R
#
O
2
L
#
O
2
R
#
A
1
L
#
A
1
R
#
A
2
L
#
A
2
R
#
A
3
L
#
A
3
R
#
B
1
L
#
B
1
R
Tests: 2 for Original, 3 for Design A and 1 for Design B
F
r
e
q
u
e
n
c
y

(
H
z
)
1st Squeal
8th OP Mode
2nd IP Mode
Averaged 2nd IP-OP Frequency Gaps:
Original (O): 15Hz
Design A: 390Hz
Design B: -173Hz
F-F 0 10 20 30 40 50
6950
7000
7050
7100
7150
7200
7250
F
r
e
q
u
e
n
c
y

(
H
z
)
Pressure Level (bar)
First Pair of OPD-IPC Mode
6th OPD mode
1st IPC mode
F-F 0 10 20 30 40 50
10450
10500
10550
10060
10650
10700
10750
Pressure Level (bar)
F
r
e
q
u
e
n
c
y

(
H
z
)
Second Pair of OPD-IPC Mode
8th OPD mode
2nd IPC mode
A).
B).
CONCLUSION
In general, the following conclusions can be drawn based on the study in this paper:
For a simple circular disc, the OP vibrations are completely de-coupled with both IPC and IPR vibrations. For
a practical disc rotor under clamped conditions, however, coupled OP and IPC vibrations do exist.
The disc mode indication functions (DMIFs) are very useful in tracking the direct and the coupled vibrations.
Under clamping condition, the higher the clamped force is applied, the stronger coupled vibration will present.
The response levels of direct OPD and IPC vibrations will drop significantly from free-free condition to
unclamped (0 bar) condition and then to lightly clamped 2-bar condition.
Under clamping pressure between 2 to 8 bars, the response levels of all direct OP and IP vibrations tend to
increase slightly. In this pressure range, the IPC-OPD frequency separation is not changed much, and the
rotor-pads-caliper system is in transit engagement stage.
When the clamping pressure keeps increasing beyond 10 bars, the coupled vibrations become more clearly
observed. And OPD modes go up significantly while mode IPC modes stay little changed. As a result, the
frequency separation gaps within lineup mode pairs increase as the pressure increases.
As the clamping pressure continues to rise, all direct IPC vibrations and all coupled IP & OP vibrations tend to
decrease in amplitude. The response levels for the OPD modes, however, could either increase or decreases.
Since the brake under study squeals in full dyno testing pressure range where IPC-OPD mode lineup is not
necessarily present, it is suggested that the IPC-OPD frequency lineup is not correlated to vehicle squeals.
REFERENCES
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May 5-8, 2003, Traverse City, MI, USA. 11 pages.
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Vehicles, Paper # C38/76, 1976, pp.161-171.
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30-May 3, 2001, Traverse City, MI, USA, 7 pages.
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