International Journal of Mechanical Sciences 67 (2013) 5969

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International Journal of Mechanical Sciences

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Analysis of friction excited vibration of drum brake squeal

Choe-Yung Teoh, Zaidi Mohd Ripin n, Muhammad Najib Abdul Hamid
School of Mechanical Engineering, Universiti Sains Malaysia, 14300 Nibong Tebal, Pulau Pinang, Malaysia

a r t i c l e i n f o abstract

Article history: Drum brake squeal is modelled as friction excited vibration based on the binary utter mechanism
Received 30 June 2011 which requires the convergence of two modes experimentally identied using Modal Assurance
Received in revised form Criterion. Transient analysis is carried out to determine the brake drum response under braking
4 December 2012
condition and the model produces squeal mode at 2026 Hz comparable to the measured squeal
Accepted 10 December 2012
Available online 26 December 2012
frequency of 1950 Hz. There are limited combinations of the location of centre of pressure of the shoes
that cause squeal. The amplitude of the limit cycle of the drum brake squeal can be reduced by
Keywords: increasing damping, mode frequency separation and reducing the contact stiffness.
Minimal model & 2012 Elsevier Ltd. All rights reserved.
Self-excited friction induced vibration
Drum brake squeal
Flutter instability

1. Introduction
Friction induced vibration can be considered as one type of
dynamic instability problem. Mathematical models were devel-
oped to study dynamic instability problems especially in disc
brake squeal [16] and machine chattering [7]. There were
several excitation mechanisms that have been used to describe
the self-excited friction induced vibration namely the binary
utter instability [2,5,8], negative damping [1,5,9], sprag-slip
[4,10,11] and follower force nature of the friction force [12,13].
These instability problems were studied using various methods
including the nite element method [1416], analytical [17,18]
and experimental approach [1921]. Self-excited friction induced
vibration has also been studied using feed-in energy analysis
together with parameter sensitivity study [22].
Complex eigenvalue analysis is a popular way to measure the
instability of a dynamic vibration system indicated by the positive
real part of the complex eigenvalue [2325]. However, complex
eigenvalue analysis is limited to steady sliding state since it
linearised all the nonlinearities in the system. In the case of drum
brake squeal, complex eigenvalue analysis is valid if the friction
force is constant. Nevertheless in real situation of drum brake
squeal, the friction force is dependent on the sliding velocity and
also the system vibration. Both will inuence the magnitude of
the friction force and also allow a negative relative sliding
velocity (particularly at very low speed when stopping where
friction force changes direction). During the low velocity motion,
n
Corresponding author. Tel.: 604 5941024; fax: 604 5941025.
E-mail address: mezaidi@eng.usm.my (Z.M. Ripin).
the tangential motion of the sliding pairs may overcome the gross
sliding speed of the interface. Thus, in order to include non-
linearity of the friction force into the system, transient analysis is
more suitable for such low speed or stopping condition.
Friction is a complex phenomenon and various models have been
developed to explain the various parameters affecting friction.
Stefanski et al. [26] provided an excellent review of the friction
model which in general can be divided into static and dynamic
model with the inclusion of the acceleration that determine the level
of friction in addition to the velocity. This dynamic friction model
when applied to a single degree of freedom system was shown to
produce chaotic response [27]. The friction characteristics which are
independent of the system dynamics which include the Coulomb
friction model are termed as insensitive friction model. Friction
characteristics which are sensitive to the system dynamics are
termed as sensitive friction model. The more complex sensitive
friction model allows for large relative velocity and took into
consideration the zero crossing of the relative velocity [28]. Applica-
tion of sensitive friction model requires robust numerical algorithm
which is beyond the scope of the paper. In this paper, classical
Coulomb approach is adopted since this model was shown to be
sufcient to approximate the real friction force due to the dominant
role of mean level of frictional resistance in real systems [28].
Shin et al. [1] developed a model of disc brake squeal where the
analysis concentrated on the negative damping excitation mechan-
ism. Hoffmann and Gaul [8] developed a model of friction induced
vibration to clarify the mode-coupling instability of self-excited
friction induced vibration. von Wagner et al. [3] described the disc
brake squeal as wobbling disc using a minimal model. Kang [5]
investigated the dynamic instability of a sliding oscillator using
complex eigenvalue analysis including both mode coupling and

0020-7403/$ - see front matter & 2012 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.ijmecsci.2012.12.007
60 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969

Nomenclature VB velocity of belt/velocity of vehicle

x vibration displacement of drum in x direction
c1 damping coefcient of drum in horizontal (x) x_ vibration velocity of drum in x direction
direction x vibration acceleration of drum in x direction
c2 damping coefcient of drum in vertical (y) direction y vibration displacement of drum in y direction
k1 spring stiffness of drum in horizontal (x) direction y_ vibration velocity of drum in y direction
k2 spring stiffness of drum in vertical (y) direction y vibration acceleration of drum in y direction
k3 contact stiffness between RHS shoe and drum Z loss factor of drum
k4 contact stiffness between LHS shoe and drum y1 location of centre of pressure of RHS shoe
m mass of the drum y2 location of centre of pressure of LHS shoe
N normal load applied from hydraulic cylinder on m friction coefcient between brake shoes and the drum
brake shoes cA mode shape vector A
No number of outputs cB mode shape vector B

also negative slope instability. In addition, drum brake squeal has The approach adapted in the development of the previous
also been studied using Acoustic Quality Control [29]. However, models was based on experimental modal analysis of freefree
experimental validation for friction induced vibration in drum condition [19]. It is well known fact that the response of the system
brake squeal has proved difcult, since friction is dependent on under freefree condition is different from the applied brake
parameter changes. pressure condition [40]. It is clear from the above that selection
A non-linear two d.o.f model based on Hultens model [30,31] of which modes to be included in the brake squeal model remained
was developed by Sinou and Jezequel [32] by using two cubic uncertain; in particular most model validation was done based on
stiffnesses to represent the contact condition. The results in terms freefree condition where the drum brake system is an assembly of
of mode coupling in friction induced vibrations are important parts and involving sliding contact at the interface. However until
since the effect of damping is shown to strongly inuenced the today the model used in the analysis of drum brake squeal has
response of the system with the existence of optimal value of failed to include the contact effect on the mode shape of the drum
ratio of damping factors of the two modes which pushes the Hopf due to the brake line pressure. In this work, the effect of the brake
bifurcation point which in this case is the critical friction line pressure on the drum brake response is taken into account in
coefcient mo to a higher value pointing to a more stable system. the experimental modal analysis. This is important for brake
Kirillov [33] investigated axisymmetric exible rotor per- designers since the modelling of the drum brake squeal must take
turbed by dissipative and non-conservative force originated at into account the correct modes especially in the use of lumped
the contact with anisotropic stator which is important for the parameter model. This paper addresses this concern with the
excitation of the sub critical utter as generally occur in brake application of modal assurance criterion (MAC) in identifying the
squeal at low speed. The self-excited vibration is due to the modes that are most likely to participate in mode coupling
unstable modes in the sub critical speed range which can be response of drum brake squeal.
related to the exceptional points at the corners of the singular
eigenvalue surfaces.
An exhaustive review by Kirillov and Verhulst [34] on the
2. Methodology
destabilization of non-conservative system has shown that in
particular the dissipation-induced instabilities are related to
In order to create friction induced vibration of the drum brake
singularities on the stability boundary. In particular Zieglers
squeal, the apparatus is set up as shown in Fig. 1. The drum brake
paradox was demonstrated using two d.o.f system and the critical
is installed on the lathe machine together with the brake shoes
follower load was shown to be signicantly lower for the case
and back plate. The instruments used are accelerometer (Dytran,
when damping is not zero. In the case of circulatory system of
rotor dynamics, both the drum and disc brakes were reviewed
and the equation of motion were proved to be exactly in the form
presented by Bottema [35] where interestingly the relative
damping coefcients are denoted by the damping ratio and
natural pulsations (i.e. the natural frequency of the individual
sub-system). The solution of which showed that there are
selected distribution of damping that can increase the critical
load which can be used to attain a more stable system. Other than
the said combination of damping parameters, destabilization can
occur if damping is increased.
Based on the literature reviewed, most of the publications
are based on the hypothesis that the mode coupling mechanism
of the brake squeal is between the diametral modes of the
drum itself [3,19] or between the modes of brake components
[3638]. However, the experimental data showed that the contact
of the brake shoe on the drum was able to generate modes other
than the pure diametral modes. Kung and Saligrama [39] devel-
oped an approach based on the modal participation factor to
identify the interaction of such modes using nite element
method. Fig. 1. Experiment set up for modal analysis of drum brake squeal.
 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969 61

3224A2), accelerometer calibrator (B&K, 4294), impact hammer

(Kistler, 9724A5000), microphone, load cell (HBM, S9), hydraulic
pump, FFT analyser (LMS Scadas Mobile) and post-processing
software (LMS Test Lab). The accelerometer is installed on the
drum and modal analysis is done by using roving hammer
technique. Modal analysis of the drum brake is carried out to
determine the mode shapes of the drum in non contact condition
(zero brake line pressure) and in-contact condition (0.6 MPa
brake line pressure). The braking pressure level is controlled by
the hydraulic pump. The frequency response function (FRF) and
mode shape for both contact and non-contact conditions are then
compared.
The drum brake in-contact is allowed to rotate at constant
speed of 0.4 m/s and at different wear condition until brake
squeal is generated. The frequency of the brake squeal noise is
recorded using microphone connected to the LMS Scadas Mobile
to determine the squeal frequency of the system.
The braking torque is measured using an arm connected to the
stator (back plate) of the drum brake and supported at the other
end on top of a load cell. The effect of different friction coefcient
of the different pair of brake shoes used (squealing and non-
squealing) will be measured by the braking torque. Direct
calculation of the friction coefcient is not feasible due to the
uncertainty of the contact point and the ability of the brake shoe
to rotate and slide on the pivot pin. Thus, the friction coefcient is
calculated based on nite element model of drum brake system
which produced the same amount of braking torque as experi-
mental results.
In order to determine the modes that will participate in the
squeal, Modal Assurance Criterion (MAC) is used. Typically, MAC
is used to quantify the similarity and correlation of the geo-
metrical and dynamic resemblance on similar mode shape at
different frequencies. Mathematically, MAC of mode shape is
dened as the degree of consistency and similarity between mode
shape vector [41]. MAC can also provide information of modal
participation factors to the mode coupling during brake squeal
[39]. It is assumed in this approach that the coalescence of two
modes are based on the fact that the modes which manifest as
squeal modes have high degree of similarity, usually described as
mode pair [42]. For disc brakes, the diametral modes were usually
identied based on the nodal spacing which can be measured
using double-pulsed laser holographic technique [43]. However
this approach requires a priori knowledge of the squeal modes.
In this work, the approach taken is to nd modal pairs (of high
degree of similarity) using MAC under braking condition where
the brake shoes are forced to contact with the drum by the brake
Fig. 2. Frequency response function (FRF) & modes shape of the drum brake.
hydraulic actuators. This frees the designers from guessing which
mode pair will coalesce due to the binary utter mechanism
during squeal. The high modal assurance criterion value between condition has three peaks within the frequency range of 05200 Hz,
two modes at different frequency indicate that they have the these are 1190 Hz (z 0.053%), 2848 Hz (z 0.380%) and 4954 Hz
higher possibility to couple and produced a single mode with very (z 0.070%). At these frequencies, the FRFs show clear peaks and
high amplitude response because of the mode shape similarity. low damping ratio representing the diametral modes of the drum.
The Modal Assurance Criterion between two mode shape vectors, These diametral modes have clear nodes and anti-nodes which
{cA} and {cB} can be written as allow for quick determination of the diametral mode order. Based on
 T   2 the mode shape shown in Fig. 2, the mode 1190 Hz is the second
9 c c 9 diametral mode, mode 2848 Hz is the third diametral mode and
Modal Assurance Criterion, MAC AB    A B   
T T
cA cA cB cB mode 4954 Hz is the fourth diametral mode.
In Fig. 2, the condition of the drum is now in contact with the
1
brake shoes due to the applied pressure resulting in additional
frequency peaks. These are 201 Hz (z 7.48%), 1904 Hz (z
6.08%), 2414 Hz (z 4.74%) and 3802 Hz (z 1.14%). These fre-
3. Experimental validation quency peaks are dependent on the contact of the brake shoes
with the drum. Meanwhile, the original natural frequencies
The experimental results of the drum FRF measurement are slightly increase to 1315 Hz (z 3.27%), 2909 Hz (z 1.48%), and
shown in Fig. 2 for the zero pressure condition and for the line 5016 Hz (z 1.36%). All of the frequency peaks for brake line
pressure of 0.6 MPa. Based on Fig. 2, the drum in non contact pressure of 0.6 MPa have relatively high damping ratio compared
62 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969

Table 1 constant speed of 0.4 m/s. Based on Fig. 3, the detected squeal
Modal assurance criterion of modal analysis of in-contact drum brake. frequency is 1950 Hz with amplitude of 4.05 Pa. Since the squeal
frequency is within the mode 2 (1904 Hz) and mode 3 (2414 Hz),
Mode Fre- Modal assurance criterion (%)
quency, there is another proof to support the brake squeal is caused by the
Hz Mode 1 Mode 2 Mode 3 Mode 4 Mode 5 Mode 6 coupling between mode 1904 Hz and 2414 Hz.
Fig. 4 shows the variation of braking torque with the line pressure
Mode 1 1315 1.427 1.805 2.922 12.680 0.083 for squealing and non-squealing shoes based on experimental results.
Mode 2 1904 1.427 69.501 5.212 1.287 2.034
Mode 3 2414 1.805 69.501 22.677 0.267 1.788
The braking torque of the non-squealing shoes increases linearly from
Mode 4 2909 2.922 5.212 22.677 5.587 1.187 2.20 N m to 14.05 N m when the brake line pressure increases from
Mode 5 3802 12.680 1.287 0.267 5.587 0.456 0.6 MPa to 1.2 MPa. With all the others condition remained, the
Mode 6 5016 0.083 2.034 1.788 1.187 0.456 braking torque for squealing shoes increases linearly from 3.90 N m
to 26.04 N m. The squealing shoes have higher value of braking
torque compare to non-squealing shoes for all value of line pressure.
The linear relation between the braking torque and the brake line
pressure showed that the friction coefcient is constant with the
varying load. The value of friction coefcient can be obtained from the
gradient of the graph for both squealing and non-squealing shoes. At
constant speed of 0.4 m/s, the friction coefcient generated from
experiment results are 0.23 and 0.43 for non-squealing shoes and
squealing shoes, respectively. Thus, this different value of friction
coefcient for squealing and non-squealing shoes proved that drum
brake squeal is generated mostly at high friction coefcient condition.

4. Model of drum brake

The model of the drum brake is shown in Fig. 5. Since the

modes of the drum with the highest MAC are considered as the
main initial modes for the brake squeal, xy coordinate system is
considered adequate. The motion in the x-direction and the
y-direction represent the two modes of the drum. The sliding
Fig. 3. FFT of the drum brake squeal noise. contact between the rotating drum and the brake shoes is
modelled as a single mass sliding on two conveyor belts with
to the zero brake line pressure. The relatively large increase of
damping ratio is mainly due to the contact of the soft material of
the brake shoes lining on the drum. Compared to the zero
pressure condition, most of the mode shapes did not have
uniform node spacing which is needed for classication of the
diametral mode due to the effect of contact stiffness of brake
shoes. The closest mode shape to a pure second diametral mode is
at 3802 Hz where the angular mode spacing is 901. Other pure
diametral modes cannot be identied directly for the mode
shapes obtained under the line pressure of 0.6 MPa. The mode
shapes of the drum under applied brake pressure condition as
shown in Fig. 2 clearly highlighted the problems faced by analyst
in the selection of which modes to be included in the modelling
work. There is no clear mode-pair to be selected since most of the
modes are not pure diametral modes. Fig. 4. Variation of braking torque with the line pressure for squealing and non-
Table 1 shows the Modal Assurance Criterion for modal squealing shoes.
analysis of in-contact drum brake generated experimentally using
LMS Test Lab software. The values showed the percentage of
similarity in term of mode shape between the six natural modes
found from the experimental modal analysis. The mode with
frequency lower than 1000 Hz is ignored since most of the drum
brake squeals are found with frequency more than 1000 Hz. Based
on Table 1, the similarity between modes are mostly less than 25%
in term of mode shape. However, the similarity between mode 2
(1904 Hz) and mode 3 (2414 Hz) is 69.5%. This high modal
assurance criterion between them indicated that they have the
highest possibility to couple and produce high amplitude vibra-
tion. These two modes are selected for the development of a two
degree of freedom model of the drum.
Fig. 3 shows the FFT of the drum brake squeal under braking
pressure of 0.6 MPa. The brake squeal noise is captured using
microphone and the FFT of the squeal noise is created using LMS
Scadas Mobile. During the brake squeal, the drum is rotated at Fig. 5. Two degree-of-freedom model of the drum brake.
 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969 63

the identical sliding speed, VB. Sliding speed, VB for both conveyor By rearranging Eq. (2), the equation of motion can be written as
belts are identical since both of them represent the rotation speed   ! " # ! " # !
m 0 x c11 0 x_ k11 k12 x
of the drum. The frequencies and damping ratio of the diametral
modes are dependent on the stiffnesses of springs k1, k2, and the 0 m y 0 c22 y_ k21 k22 y
coefcient of the dampers c1, c2. The frictional contact interface !
N 1 siny1 N2 siny2
between the brake shoe and the drum are represented by the 10
N1 cosy1 N2 cosy2
contact stiffness k3 and k4 with friction coefcient, m. In this
paper, the brake shoes are not represented explicitly. The shoe
where,
rotor interaction is limited to the contact stiffness at the centre of
the contact pressure only. The location of the centre of the contact k11 k1 k3 sin2 y1 k4 sin2 y2 11
pressure, y1 and y2 can be shifted along the drum surface in a
limited range representing the arc of shoe lining which in turn
k12 k3 siny1 cosy1 k4 siny2 cosy2 7 mo k3 cos2 y1 7 mo k4 cos2 y2
depends on the wear condition, arc angle of the brake shoes, type
of drum brake (leading/trailing or twin leading), angle of the 12
applied pressure and also the pivot point of the shoe. In the actual
case, the shoe will wear throughout the braking operation which k21 k3 siny1 cosy1 k4 siny2 cosy2 7 mo k3 sin2 y1 8 mo k4 sin2 y2 13
in turn affecting the contact pressure distribution on the drum.
k22 k2 k3 cos2 y1 k4 cos2 y2 14
4.1. Equation of motion
The 7 sign in Eqs. (12) and (13) is due to the sign function
term (sgn) and also the negative frictionvelocity slope in the
The equation of motion for this drum brake model is written in
friction force components Eqs. (5) and (6). It will vary with the
the matrix form as below
direction of the friction force which made the system non-linear.
  ! " # ! " # !
F Nx F Fx
!
m 0 x c1 0 x_ k11 k12 x However in this case the friction coefcient is not velocity
dependant. From the above equations, the stiffness matrix can
0 m y 0 c2 y_ k21 k22 y F Ny F Fy
become unsymmetry or negative depending on the value of the
2
parameters.
The force matrix for this friction force consists of four compo-
nents, the normal force exerted on both brake shoes (N1, N2) and
the friction force on the shoes-rotor contact (mk3y, mk4y in 5. Numerical analysis
x-direction and mk3x, mk4x in y-direction). The friction force in
this model is a non-constant friction force, where the friction The equation of motion shown in Eq. (2) is solved using
force varies with the displacement. Thus, friction forces are Bogacki and Shampine [44] ordinary differential equation solver.
represented as mk3y, mk4y, mk3x, mk4x rather than mN. The force This numerical solution is one of the Runge-Kutta methods for
components in the x-direction and y-direction using trigonometry low-order differential equation. Transient analysis is an effective
functions are written as below way to investigate the response of a potentially non-linear
Normal force in x-direction dynamic vibration system. For this friction model, transient
F Nx N 1 siny1 N2 siny2 3 analysis is carried out for 0.05 s where the response of the system
can be clearly observed. The values of the system parameters are
Normal force in y-direction
obtained from the experimental work above. The initial values of
F Ny N1 cosy1 N2 cosy2 4 the parameters are based on experimental data in static condition
as given in Table 2.
Friction force in x-direction
  In the analysis of the model, the range of friction coefcient
F Fx mk3 ycos2 y1 sgn 9V B cosy1 9x_ mk4 ycos2 y2 sgn 9V B cosy2 9x_ being investigated is from 0.1 to 0.5. The normal load on the drum
5 is investigated from 40 N to 600 N. The rotor-shoes sliding speed
is from 0.001 m/s to 0.4 m/s. The frequency range being investi-
Friction force in y-direction gated is up to 5000 Hz since the drum brake squeals is in this
  range. The results of this friction model are presented in time-
F Fy mk3 xsin2 y1 sgn 9V B siny1 9y_ mk4 xsin2 y2 sgn 9V B siny2 9y_
series, frequency response and also phase-plane. With the help of
6
these results, the response of the model can be effectively
In this model, the relative sliding speed is allowed to have a investigated.
negative velocity due to the low sliding speed of the shoerotor
interaction. The sign function (sgn) in the friction force compo- Table 2
nents Eqs. (5) and (6) allows for the negative friction force Initial values of parameters based on experiment validation.
(opposite direction) with respect to the relative sliding velocity
Symbol Notation Value
between the rotating drum and the vibration. The modulus
function, 9V B siny1 9 are used to compare the sliding velocity with m Mass of drum 4.30 kg
vibration velocity in same direction. c1 Damping coefcient of drum in x direction 1628 N s/m
By using trigonometric functions, the coefcients of the stiff- c2 Damping coefcient of drum in y direction 1224 N s/m
k1 Spring stiffness of drum in x direction 65 MN/m
ness matrix can be written as below
k2 Spring stiffness of drum in y direction 48 MN/m
k3 Contact stiffness from shoe RHS 790 MN/m
k11 k1 k3 sin2 y1 k4 sin2 y2 7
k4 Contact stiffness from shoe LHS 480 MN/m
N Normal load to the shoes 600 N
k12 k21 k3 siny1 cosy1 k4 siny2 cosy2 8 VB Belt velocity (drum sliding speed) 0.4 m/s
Y1 Location of centre of pressure for shoe RHS 351
k22 k2 k3 cos2 y1 k4 cos2 y2 9 Y2 Location of centre of pressure for shoe LHS 1151
64 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969

6. Results and discussion 6.2. Parametric analysis

6.1. Model validation 6.2.1. Inuence of friction coefcient, m

The investigation of the inuence of friction coefcient to the
Table 3 shows the results from experiment and mathematical binary utter mechanism is carried out for a possible range of m
model for both the initial modes obtained from the modal from 0 (contact and static condition) to 0.5 where other para-
analysis. The frequency difference is less than 10% for the initial meters remain unchanged. From the results shown in Fig. 6(a)(b)
stable modes and more encouragingly the squeal frequency and Fig. 7(a)(b), the vibration of the drum are damped with time
differs by 3.90%. This proved that the model developed based on when m is less than 0.43. Based on the displacement graph in
modes selected using MAC from experimental modal analysis can Fig. 6(a) and (b), the beating phenomena can be observed. This
produce mode similar to the actual squeal frequency close to the phenomenon occurs when two frequencies are close to each other
drum brake squeal frequency. and this creates a pathway allowing these two modes to transfer
energy to each other. The waveforms of these modes reinforced
one another and alternately cancelled each other. This phenom-
Table 3
Comparison between experimental and simulation results. enon is a sign of transformation into a large vibration response
which was also observed by Hoffmann et al. [2] where mode
Mode Frequency (Hz) % Different coupling was observed to cause beating phenomenon before the
onset of limit cycle of large amplitude.
Experiment Mathematical
model At m 0.43 as in Fig. 6(c), the beating vibration is nally fully
transformed into limit cycle of large amplitude vibration where the
Mode 1 1904 1724  9.45 vibration amplitude increases with time until it reaches the limit
Mode 2 2414 2284 5.39 cycle of 51 mm. The feed-in energy from the friction force is
Brake squeal 1950 2026 3.90
(unstable mode)
sufcient to overcome the system damping and excite an limit cycle
of large amplitude vibration when m Z0.43. Further increases in the

Fig. 6. Time series and power spectrum density for various values of static friction coefcient. (a) m 0 (Static condition, VB=0), (b) m 0.20, (c) m 0.43 and (d) m 0.50.
 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969
value of friction coefcient, m to 0.44 increases the limit cycle of the
vibration from 51 mm to 750 mm, however further increase to 0.50
maintained the limit cycle at 750 mm as shown in Fig. 7(c) and (d).
Therefore m 0.43 is a critical point for limit cycle of large amplitude
vibration which can be explained by the increase of the unsymme-
trical of stiffness matrix in Eq. (2). Furthermore, the limit cycle of
large amplitude vibration reach its limit cycle at t0.065 s for
m 0.43 and t0.02 s for m 0.50.
The two initially damped modes occurred at 1724 Hz and 2284 Hz
in static condition (m 0) as shown in Fig. 6(a). These frequencies
come closer to 1787 Hz and 2233 Hz when m increases to 0.2. The
coalescence is complete at frequency of 2026 Hz at m 0.43 as shown
in Fig. 6(c) where brake squeal is detected. As shown in Fig. 6(c) and
(d), further increase of the value of m to 0.5 decreases the coalescence
frequency to 1967 Hz. This phenomenon is due to the decreasing
magnitude of stiffnesses matrix with increasing friction coefcient.
The value of stiffness terms k12 and k21 decrease with the increasing
of friction coefcient as shown in Eqs. (12) and (13). The coalescence
of these two modes is clearly shown in Fig. 8. This is an indication of
mode coupling which is the primary mechanism of the binary utter
mechanism. The observations made here are similar to other
published results [14,19,24,45] where convergence of two initially
separated modes of a common frequency were observed for all the
squeal mode investigated.
More importantly, using the experimentally veried model, the
value of m 0.43 of the squealing shoe pair matches well with the
prediction in the model. For the non-squealing shoe (m 0.23) was
proven to be stable in the model which is similar to the observation
made in the experiment.
6.2.2. Inuence of sliding speed, VB
Fig. 9(a) shows the critical sliding velocity, VB between the
rotating drum and the brake shoes for the system response for
different possible values of friction coefcient from 0.1 to 0.5. The
critical value of VB decreases from 0.015 m/s to 0.001 m/s when
the value of m increases from 0.1 to 0.5. When the sliding velocity
is less than its critical value, large vibration is detected in the
system. Thus, the region under the graph represents the squeal
region; meanwhile the region above the graph represents the
non-squeal region. Based on Eqs. (5) and (6), this phenomenon is
due to the change of the friction force direction. Since the velocity
of vibration is changing direction alternately, the friction force
will also change direction accordingly if the magnitude of the
sliding velocity is less than the magnitude of the vibration
velocity as shown in Fig. 9(b) for m 0.2. For sliding velocity of
VB 0.02 m/s, the relative sliding velocity (between the sliding
velocity and vibration velocity) is always positive. However, when
the sliding velocity VB 0.01 m/s, the relative sliding velocity will
have positive and negative values, indicating change of direction.
In this condition, a repeating sequence of friction force in opposite
direction is produced which will maintain the vibration in
undamped condition. The decreasing of critical sliding velocity
with friction coefcient is due to the decreasing of the vibration
velocity. In stable condition, the vibration velocity will decrease
Fig. 7. Phase-plane for various values of friction coefcient. (a) m 0, (b) m 0.20, (c) m 0.43 and (d) m 0.50.
65
with increase of friction coefcient since higher friction force
provides higher vibration resistant to the system.
Based on Fig. 9(c), the limit cycle of the large amplitude vibration
for condition of m 0.2 and VB 0.01 m/s is 5 mm. This value of limit
cycle is one order of magnitude smaller than the limit cycle of binary
utter mechanism (51 mm) since this is produced by the friction force
itself and the relative sliding motion only. This repeating sequence of
friction force is maintained by the drum vibration. From the Fig. 9(d),
only one peak of frequency is shown at 2260 Hz. The frequency of the
peak represents the frequency of the alternately varying friction force
which is close to one of the natural frequencies of the system
(2284 Hz at m 0). The variation of sliding velocity has no effect to
the mode coupling mechanism, however it can sustain a vibration at
a certain amplitude and it is unable to increase to bigger amplitude.
From Fig. 10, the limit cycle for the vibration increases with the
increase of the friction coefcient at constant sliding velocity of
0.001 m/s. When friction coefcient increase from 0.1 to 0.4, the
displacement limit cycle also increases from 25.0 mm to 103.5 mm,
meanwhile the velocity limit cycle increases from 0.036 m/s to
0.147 m/s. Since this vibration is only dependant on the friction force
itself, the increase in friction force increases the limit cycle of the
vibration. The limit cycle for m 0.5 is not added to the comparison
since for this value of friction coefcient, since the occurrence of
mode coupling dominated the limit cycle of the vibration. These
results are important since this is the rst time the effect of very low
speed limit cycle of large amplitude vibration can be modelled even
with velocity independent friction coefcient. This is important
because the mechanism here is not binary utter but the relative
velocity of the drum and the brake shoe.
6.2.3. Inuence of normal force, N
The effect of normal force to the system response is shown in
Fig. 11. For comparison purposes, the friction coefcient is set to
0.3 meanwhile the sliding velocity is maintained at 0.001 m/s.
Since the operating range of braking pressure is 0.355.17 MPa
which is equivalent to normal force of 40600 N [46], the analysis
is done for this range of normal load. The results showed that the
increase of normal load from 300 N to 600 N increases the limit
Fig. 8. Variation of frequencies with m for binary utter mechanism.
66 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969
Fig. 9. The squeal mapping of critical sliding velocity for different value of friction coefcient at N 600 N.
Fig. 10. Limit cycle for variant value of friction coefcient with sliding velocity of
0.001 m/s.
cycle of the vibration from 2.3 mm to 4.5 mm. For the normal load
of less than 200 N, the stable vibration persists. Based on Eq. (10),
variation of normal load has no effect on the binary utter
mechanism. However, variation of the normal force with the
friction force of the system may affect the limit cycle of the
vibration due to low sliding velocity as shown in Fig. 11. Lowering
the normal force to o200 N causes the system to have insuf-
cient energy to overcome the system damping, resulting in limit
cycle vibration with relatively low amplitude. Thus, the normal
load only contributes to the limit cycle of the vibration when the
sliding velocity is less than its critical value.
The contribution of normal load to the system response is not
affected by the friction coefcient, and affected only by the sliding
velocity as shown in Fig. 12 where friction coefcient is xed at 0.3.
This result showed that the increase in sliding velocity from 0.2 mm/s
to 2.4 mm/s, increases the critical value of normal load for limit cycle
vibration from 40 N to 600 N. The area under the graph represents
the squeal region. The variation of normal load does not inuence the
limit cycle vibration frequency where the peak frequency remained at
2260 Hz which is the frequency of the friction force itself.
6.2.4. Effect of centre of pressure (y1, y2)
The range of location of centre of pressure investigated is from
351 to 1451 for both y1 and y2. Fig. 13 shows the squeal region for
the values of the centre of pressure on the drum (based on the
location of leading and trailing shoes). The hatched region indi-
cated the possible squeal location of the drum. It shows that the
response of the drum brake is dependent on the location of centre
Fig. 11. Limit cycle for various value of normal load with sliding velocity of
0.001 m/s.
of pressure. It can be seen that the area of squeal is relatively small
and larger area of non-squeal zone of operation can be found. From
the results in Fig. 13, there are three zones of squeal, these are
[351r y1 r621; 1091r y2 r1451], [501r y1 r801; 351r y2 r521]
and [1401r y1 r1451; 1131r y2 r1321].
In the actual drum brake, the contact pressure is rarely uniform as
shown by Ioannidis et al. [47] where the contact occurs mostly at
501r y1 r1101 (leading shoe) and 951r y2 r1301 (trailing shoe). The
results shown in Fig. 13 are comparable in terms of squeal mode and
the value of friction coefcient. In particular, the region of 851r y1
r1351; 651r y2 r1051 which is known as crown contact is
particularly good for non-squeal condition and this matches well
with the observation by Ioannidis et al. [47] where their results
showed that crown contact pressure distribution is less likely to
generate squeal within the system. The location of centre of pressure
on the drum will vary with the mounting geometry of the shoes,
wearing condition of the shoe lining, geometry of shoe lining, back
plate stiffness, torque generated when the brake is applied, normal
contact force, arc angle of the brake shoes and also the stiffness of the
drum. The change of location of centre of pressure on the drum will
affect the diametral modes of the system which will also inuence
the squeal of the system [47].
7. Design of drum brake system for lower squeal propensity
It is important for brake designers to be able to design drum
brake system with the lowest squeal propensity. In this section,
 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969 67

Fig. 12. The squeal mapping of critical sliding velocity for different value of normal load at m 0.3.

Fig. 13. Stability mapping for the location of centre of pressure on the drum (m 0.5).

several parametric changes are proposed to reduce the squeal
propensity of a drum brake system.
7.1. Damping
Increase of system damping in general can stabilise a system.
A typical method to increase the system damping is by choosing a
highly damped material for the drum brake or by applying a layer
of highly damped material. Based on the experimental results in
Fig. 2, the damping ratio of the grey cast iron drum is only 0.4%.
There are several methods to increase the system damping which
include the increase of the amount of graphite present in the
composition, increasing the size of the ake in the grey cast iron,
the use of composite such as SiC/cast iron composites [48],
increase cast section thicknesses and heat treatment. However,
large amount of graphite present will decrease the system
strength since it increases the energy absorption of the system.
From the experimental results shown in Fig. 2, the damping
ratio of the drum increases to extremely high value of 4% due to
the lining contact. This is twenty times higher than the freefree
condition. Although the damping is extremely high, mode cou-
pling effect is still able to excite limit cycle of large amplitude
within the possible range of friction coefcient.
Based on the worst condition of m 0.5 the required damping
ratio in order to stabilise the system is 7%. Fig. 14 shows
the response of the system when damping ratio is 4%, 7% and
68 C.-Y. Teoh et al. / International Journal of Mechanical Sciences 67 (2013) 5969
Fig. 14. System response for various value of damping ratio for constant m 0.5.
Fig. 15. Coupling prevention by mode separation technique.
7.5%. It clearly shows that the vibration started to stabilise when
the damping ratio increases to 7%. Besides, further increase of
damping ratio to 7.5% tends to increase the damping rate of the
system.
7.2. Mode separation
Binary utter mechanism forces the two initially separated modes
in the system to be coupled and produce a single mode with limit
cycle of large amplitude. From the results shown in Fig. 6(a), the
coupling is between mode 2 at 1724 Hz and mode 3 at 2284 Hz
which is 560 Hz apart in static condition. Adding mass to the drum on
the antinodes of the mode can slightly increase the mode frequency
[19,49]. Using the mathematical model in Fig. 5, the changing of
mode 2 to 1619 Hz ( 6.09%) and mode 3 to 2394 Hz (4.82%)
which is 775 Hz apart can prevent coupling of these two modes
within possible range of friction coefcient, 0.1r m r0.5. This mode
separation can be represented as increase of spring stiffness k1 and k2.
Fig. 15 shows the evolution of mode 2 and mode 3 with the friction
coefcient and it clearly indicated within the range of friction
coefcient studied, coupling was prevented.
7.3. Contact stiffness reduction
The contact stiffness is one of the main factors of excitation of
limit cycle of large amplitude vibration. Based on Eqs. (12) and
(13) the increase of the contact stiffness will result in the increase
of the degree of unsymmetry of the stiffness term in Eq. (2). This
will increase the probability of squeal. The contact stiffness can be
reduced by changing the brake shoe lining to soften material. The
value of contact stiffness of the system in Fig. 2 is 480790 MN/
m2 based on the experiment results. There are slightly different in
the contact stiffness k3 and k4 since the trailing and leading shoe
will have different contact pressure furthermore there are no
perfect symmetric drum. By decreasing the contact stiffness by
half is able to prevent the mode coupling mechanism in the
friction coefcient range of 0.1r m r0.5.
8. Conclusions
1. The mode pairs with highest MAC value were selected to be
modelled. A nonlinear two degree-of-freedom model of a
drum brake system has been developed and veried experi-
mentally. Transient analysis was carried out which showed
that binary utter mechanism increases with friction coef-
cient and dependant on the location of centre of pressure.
2. Low sliding velocity is able to excite limit cycle of large
amplitude vibration due to the alternately varying direction
of friction force. The increase in friction coefcient decreases
the critical value of sliding velocity. The increase in the braking
load increases the critical value of sliding velocity and affects
the limit cycle of the vibration.
3. Design alterations of mode separation, increase of system
damping and reduction of contact stiffness were able to
eliminate squeal in the friction coefcient range of 0.1r m r0.5.
4. The comparison between the experiment and simulation
results gives differences of less than 10% for all factors. This
indicated that the model is greatly associated with the actual
system.
Acknowledgements
This research is carried out with the nancial support from
USM fellowship, research grants A/C 6071160, A/C 6035243 and
USM-RU-PRGS grant A/C 1001/PMEKANIK/8033017.
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