SAE TECHNICAL

PAPER SERIES 2004-01-2787

A Study on Low Frequency Drum Brake Squeal

Shih-Wei Kung, Greg Stelzer and Kelly A. Smith
Delphi Corporation

22nd Annual Brake Colloquium & Exhibition

Anaheim, California
October 10-13, 2004

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A Study on Low Frequency Drum Brake Squeal
Shih-Wei Kung, Greg Stelzer and Kelly A. Smith
Copyright © 2004 SAE International
ABSTRACT
Low frequency drum brake squeal is often very intense
and can cause high levels of customer complaints.
During a noise event, vehicle framework and suspension
components are excited by the brake system and result
in a violent event that can be heard and felt during a
brake application. This paper illustrates the experimental
and analytical studies on a low frequency drum brake
squeal problem that caused high warranty cost. First the
environmental condition was identified and noise was
reproduced. Vehicle tests were performed and operating
deflection shapes were acquired. The sensitivity of the
lining material to different environmental conditions was
investigated. With the use of complex eigenvalue
method, models were constructed to obtain further
understanding of the phenomena. Finally, the squeal
mechanism of a drum brake system is discussed and
various solution techniques for low frequency drum brake
noise are evaluated.
INTRODUCTION
Among various types of brake noise, squeal is seen in a
wide range of frequencies starting from the first elastic
mode of the major brake component to the audible limit
of the human ears. For a disc brake, the lower limit of a
brake squeal is often defined at 1 or 2 kHz because the
first elastic mode of a rotor is in that frequency range. On
the other hand, the first elastic mode of a drum is
between 500 Hz to 1000 Hz. Brake noise in this
frequency range that involves elastic modes of the drum
and backing plate should also be categorized as squeal.
For a drum brake squeal lower than 1 kHz, the
interaction between the brake system and the vehicle
framework and suspension is often very substantial. The
result is a violent event that can be heard and felt during
a brake application. As a result, this type of noise often
brings high customer compliant and causes high
warranty cost.
Unfortunately, to solve this type of squeal problem is also
difficult because of the large number of components
involved. Dynamometer tests may not be able to
2004-01-2787
Delphi Corporation
reproduce the noise due to the lack of suspension
components. Even in a case where the noise is
reproduced on a dynamometer, the noise fix that works
on a dynamometer may not be a fix when applied to the
vehicle [1].
A similar situation is often found in the finite element
analysis. When suspension components are not included
in the model, predicted unstable modes may still show
up in the problem frequency. However, the prediction
does not reflect the actual situation. Thus, suggested
noise fixes may not show improvements on the vehicle.
Because of these issues, the study of a low frequency
drum brake noise has become a challenging task that
requires large amounts of experimental and numerical
efforts.
Many of the latest measuring techniques have been
implemented to study low frequency drum brake squeal.
Felske [2] used holographic analysis to study drum brake
noise in the range of 1-2 kHz, finding that the majority of
the noise is transmitted from the backing plate. Yuuji
Suzuki and Hideo Ohno [3] studied a drum brake noise
at 500 Hz. The interaction between the shoe deformation
and the second order radial motion of the drum were
investigated.
Using the holographic interferometry technique,
Fieldhouse [1,4-5] performed a series of investigations
on drum brake noise. It was observed that the influence
of backing plate is more significant for low frequency
squeal, while that of the drum is more significant in the
higher frequency region [4]. It was also found that the
inclusion of suspension in the test rig changed the noise
frequency [1]. A 400 Hz moan was generated when no
suspension was attached. However, a low frequency
squeal at 960 Hz was found with the suspension system
in the test rig.
In addition to experimental studies, many analytical
efforts have also been carried out on drum brake squeal
using the complex eigenvalue approach [6-10]. Jiang et
al. [6] developed a dynamic drum brake model with a
closed form solution. Hamabe et al. [7] used the complex
eigenvalue method to study drum brake squeal and then
calculated modal participation to derive design solutions. investigation showed the noisy stops were most
Somnay and Shih [8] performed a parametric design prominent under the following conditions:
study on low frequency drum brake squeal of a
commercial vehicle. Ioannidis [9] analyzed a drum brake • Wet conditions (high humidity)
with a dominant squeal frequency of 750 Hz that was • Cold temperatures
generated without suspension components. Various • Light pressure brake apply (10~20 bar)
pressure levels and lining contact conditions were • Low vehicle speeds (about 10 km/h)
incorporated in the complex eigenvalue analysis. • First few drive stops in the morning after overnight
static conditioning
This paper demonstrates the experimental and analytical • Independent of vehicle direction
efforts in solving a low frequency drum brake squeal.
First, a spike in warranty cost brought a specific vehicle
platform into attention. A statistical engineering team was
then set up to identify the noise problem and the
environmental conditions needed to reproduce the
problem. Experimental investigations including frequency
response tests, lining friction test, dynamometer test, and
vehicle test were carried out to further understand the
brake system and the interaction of the brake system
with the suspension links. A nonlinear transient dynamic
model was used to peer into the affect of a stick-slip
situation on the drum brake system. Complex eigenvalue
analysis was used as the primary numerical tool to
simulate the modal coupling mechanism and to evaluate
design modifications. Several noise solutions for low
frequency drum brake noise were examined and verified.
Finally, lessons learned from this low frequency noise Figure 1. Rear drum brake and suspension assembly of
are discussed. the vehicle under investigation.

PROBLEM DESCRIPTIONS

OVERVIEW

Brake noise (squeak/squeal) has been identified as one

of the top warranty returns for the brake supplier
industry. Brake noise warranty issues have cost the
industry millions of dollars. The focus of this study is on a
particular vehicle platform that showed a peak on the
warranty cost in November of each year. The brake
noise problem on this type of vehicle was also reported
in J.D. Power Customer Satisfaction Surveys.

A statistical engineering team was assembled to identify

the brake noise problems on this particular vehicle. The Figure 2. Sound measurement of a noisy stop. (a) Time
team was tasked to identify the frequency content of the domain. (b) Frequency domain. The main
noise and to determine the environmental conditions frequency is at 760 Hz. Other peaks are higher
needed to reproduce the problem noise. harmonics.

Noise was found to come from the rear brakes. The rear
brake of this vehicle is a leading-trailing drum brake with
sliding abutments [10]. The backing plate assembly is
mounted on a knuckle that connects to a strut and three
suspension links. An illustration of the brake system
along with the suspension links is shown in Figure 1.
Preliminary acoustic measurements identified the noise
at 760 ~ 800 Hz with higher harmonics. Sound data from
a noisy stop can be seen in Figure 2. Testing showed
that different vehicle platforms using this identical drum
brake system do not experience this problem. Further
EXPERIMENTAL INVESTIGATIONS
FREQUENCY RESPONSE MEASUREMENTS
The modal characteristics of major components and sub-
systems of the brake and suspension were investigated
experimentally. First, the drum was measured installed
on the vehicle with no brake pressure applied. The
accelerometer was placed at the outer rim of the drum
and the measurement was taken using an impact
hammer in the radial direction. Figure 3 shows the
frequency response function of the drum and the second
radial mode is found at 620 Hz. Next, pressure was
applied to the brake system and the linings were pressed
against the drum. It is seen again in Figure 3 that the
mode split into two modes at 708 Hz and 836 Hz when
the brake pressure reached 14 bars.
The structural dynamics of other major brake
components were also measured. Figure 4 shows the
measurement of the shoe in a free boundary condition
and the peak at 768 Hz was identified as the first twisting
mode. The backing plate was measured while installed
implementing a fixed boundary condition. The two modes
showing in Figure 5 are the second nodal diameter
modes.
Figure 3. Frequency response of an installed drum
under various pressure levels.
Figure 4. Frequency response of a free shoe. The 768
Hz mode is a twisting mode.
Figure 5. Frequency response of the installed backing
plate.
The suspension links were also measured at their
installed conditions on the vehicle. Both lateral links were
found to have their second bending mode in the range of
700Hz ~ 900 Hz. As an example, Figure 6 shows the
frequency response function of the rear lateral link and
Figure 7 shows the bending mode at 816 Hz.
Figure 6. Frequency response of the rear lateral
suspension link.
Figure 7. The bending mode of the rear lateral
suspension links at 816 Hz.
DYNAMOMETER TESTING
A dynamometer test was performed but no noise was
reproduced. Two concerns lead to the questioning of the
validity of the dynamometer tests. The reasons are as
follow:
1. The test setup was not able to reach the
environmental condition needed to reproduce the
noise.
2. Suspension components were not part of the
dynamometer setup. It is possible that an interaction
between the suspension and brake components is
needed to produce the noise.
Because the dynamometer was unable to reproduce the
problem noise, vehicle testing became the primary
method of investigation.
VEHICLE TESTING
A test procedure was developed to reproduce the
environmental condition identified by the statistical
engineering team. The test vehicle was left in the cold
chamber with 90% humidity and 3°C for about 16 hours.
Once finished with the cold soak, the vehicle was driven
out of the cold chamber. Several low speed/low pressure
stops were made in both the forward and reverse
directions. An AachenHead was used to record noise
during the stops.
Accelerometers were also placed on various locations at
the backing plate, shoes, and suspension links. Signals
were recorded using a 16-channel TEAC recorder. The
running mode analysis of the LMS system was used for
data processing to obtain the operating deflection
shapes (ODS) of the brake and the suspension.
placement of accelerometers on the knuckle and
suspension links. In addition, further detail ODS tests
showed the motions of the suspension links were close
to the second bending mode similar to the mode shapes
measured in previous impact hammer tests.

These test results suggested that the compliance of the

suspension was allowing the knuckle and brake
assembly to move tangentially while the out of plane
motion of the backing plate was radiating the noise.

Figure 8. Accelerometer location on the backing plate for

comparing the tangential and the out-of-plane
vibration.

Figure 10. ODS of knuckle and suspension links showed

a large torsional motion of the brake corner.

Figure 9. Time capture of acceleration data taken on the

backing plate during a noise event. (a) Out-of-
plane direction, (b) tangential direction.

It was observed that the point on the backing plate (as

shown in Figure 8) had the largest vibration amplitude
during a noise event among various measuring points
described above. It was also seen in the acceleration
data shown in Figure 9 that the tangential component of
the backing plate vibration had higher amplitude than its
out-of-plane component.

Further investigation on the ODS identified that the out of

plane motion of the backing plate was a second nodal
diameter mode. The tangential vibration of the backing
plate was found to be the result of the torsional motion of
the knuckle and suspension seen in another ODS
measurement (Figure 10). Figure 11 shows the Figure 11. Accelerometer arrangement on the knuckle
and suspension links.
LINING MATERIAL TESTING
Further testing was carried out to understand how the
lining material behaved when introduced to the
environmental conditions discussed earlier. The
dynamometer test was used again and the linings were
burnished first and then cooled down to the room
temperature. A constant low pressure and low speed
drag was applied to the brake for six minutes. Torque on
the drive axle was monitored and back calculated to
obtain the coefficient of friction. The dotted blue line in
Figure 12(a) shows that the coefficient of friction stayed
relatively constant at 0.43 during the six minute test even
thought the temperature was increased slightly (Figure
12b).
Figure 12. Results of the lining friction test at wet and
dry conditions. (a) Coefficient of friction, (b)
temperature.
In the second test, water was sprayed on the same
linings as an easy way to introduce the moisture
condition. The procedure was repeated and the lining
friction coefficient and temperature were plotted in solid
red lines in Figure 12 (a) and (b). It is seen that the
coefficient of friction of the wet linings dropped lower
during the first minute and then started to climb up after
two minutes. Between 2.5 and 4 minutes, the coefficient
of friction stayed high and the peak value was as high as
0.7. The tail end of the six-minute stop showed that the
friction coefficient decreased as the moisture in the lining
evaporated. The final temperature for the wet condition
was also higher because of the larger braking energy
resulted from the higher friction.
This test showed that the lining material was sensitive to
humidity. With moisture introduced to the lining, the
coefficient of friction increased dramatically. Furthermore
the self-energizing effect [10] of the leading shoe caused
brake torque to rise about four times higher than the
baseline case. The resulting forcing function was the root
cause of the harsh vibration and noise.
NUMERICAL STUDIES
NONLINEAR TRANSIENT DYNAMIC
To look at the noise problem from the excitation point of
view, the transient dynamic analysis seemed to be a
good candidate. A brake model was constructed using
LS-DYNA. Braking conditions such as brake pressure
and initial speed were incorporated according to the
vehicle test data. The stick-slip phenomenon was
observed when reviewing the time domain simulation.
However, this analysis was not further pursued because
the frequency content of the time data did not reflect the
squeal frequency. In addition the results were sensitive
to simulation parameters such as pressure and speed.
Also, it was not practical to run all possible combinations
of these parameters to evaluate a design suggestion
using this time consuming approach. Therefore, further
analysis was carried out with a frequency domain
approach using the complex eigenvalue method.
COMPLEX EIGENVALUE ANALYSIS
Complex eigenvalue method has been a useful tool for
brake squeal analysis. In this paper, ABAQUS 6.4 is
used as the solver since it provides a straightforward
approach that combines nonlinear static analysis and
complex eigenvalue extraction [11-13].
For low frequency noise analysis, engineering judgment
is important in determining the inclusion of components
to be modeled. In this study, two finite element models
are used. Model A contains the drum, bearing, shoes,
and the backing plate assembly (Figure 13). The fixed
boundary condition is applied at the bearing seat. The
contact between shoe and backing plate is modeled with
gap elements. All other contact areas including the lining
and drum interface are modeled with surface contact.
Figure 13. Model A for the complex eigenvalue analysis.
The analysis includes five steps as described below:
1. Nonlinear static step to mount the shoes. Forces are
applied at the shoes to simulate the retraction and
hold-on spring forces. This step is to initiate contact
between the shoes and the backing plate
components.
2. Nonlinear static step to initiate drum-lining contact. model and results are shown in Figure 16. The major
Pressure is applied at the back side of the pistons to unstable mode is found at 801 Hz. When comparing this
the linings against the drum. result to the prediction in Figure 14, it is seen that the
3. Nonlinear static step to impose rotational velocity on number of over-predictions are reduced.
the drum. This step forces the nodes in contact at
the drum-lining interface to be in a slipping condition.
The steady-state equilibrium condition of the applied
brake is then calculated.
4. Frequency extraction. The initial stress and pre-
loading stiffness effects in the steady-state
equilibrium condition are incorporated in the normal
mode analysis. Natural frequencies of the undamped
system are extracted to form the basis for the next
step.
5. Complex eigenvalue extraction. The friction coupling Figure 15. Model B: ABAQUS complex eigenvalue with
is generated at the slipping nodes of the lining and suspension members.
drum interface. The resulting unsymmetric system is
solved to give eigenvalues in the complex form.

The results of Model A are plotted on the complex plane

in Figure 14. Each point on the plot indicates an
eigenmode. The imaginary part of an eigenvalue is the
frequency. The real part is a measure of the instability of
the mode. Eigenvalues with positive real parts shown in
the right half plane are unstable modes that are used to
compare with measured squeal frequencies.

It is observed in Figure 14 that the complex results are

not symmetrical. Therefore, complex conjugate pairs are
not easily identified. This is due to the inclusion of
frictional damping that is used to reduce over-
predictions. There are several unstable modes in the
right hand side of the complex plane. The mode with
highest instability is at 823 Hz. It appears that Model A is
capable of calculating the squeal frequency. However,
the correlation of the squeal frequency doesn’t imply that
this model can be used to reflect the effect from
structural modifications. This issue will be discussed in
the next session.
Figure 16. Complex eigenvalue results of the baseline
case with 2.07 MPa brake pressure apply.
The complex mode shape of the major unstable mode at
801 Hz is also acquired. The drum is in the second order
radial mode as seen in Figure 17. The backing plate
motion is dominated by the second nodal diameter mode
that correlates to the vehicle test. Mode shapes of the
suspension links are also similar to the ODS
measurements.

Figure 14. Complex eigenvalue results of Model A with

2.07 MPa brake pressure apply.

Model B is constructed by adding the knuckle and the

suspension components as shown in Figure 15. The Figure 17. Mode shape of the drum. Second radial
fixed boundary is applied at the pin at the end of each mode.
suspension link. The same analysis is performed on this

Figure 18. Mode shape of the backing plate. Second
nodal diameter mode.
SOLUTION TECHNIQUES
OVERVIEW
With the information from the experimental and
numerical studies, the squeal mechanism can be
described using a simple block diagram in Figure 19.
The forcing function of the harsh excitation is introduced
to the system due to high coefficient of friction and the
self-energizing effect of the leading shoe. The system
releases its vibratory energy by radiating noise, mostly
via the backing plate. The compliance of the suspension
allows large tangential motion of the brake assembly to
take place. The second radial mode of the drum, second
nodal diameter mode of the backing plate and the
second bending mode of suspension links are involved in
the modal coupling mechanism.
Figure 19. Block diagram of the noise generation
mechanism.
Comparing with the solution techniques for high
frequency squeal where modal decoupling and damping
treatment are frequently used, a low frequency squeal
problem is more difficult to deal with. First, shifting
modes at low frequency is not as effective as high
frequency ones. A 10% shift in frequency means 1000Hz
difference for a 10 kHz mode but only changed 80 Hz for
an 800 Hz mode. Second, more component rigid body
motions are involved in low frequency vibration. The
frequencies of these rigid body modes are often
dominated by bushings, springs, or contact interfaces
that are difficult to change. Third, damping treatments
such as insulators are not effective to dissipate large
vibratory energy at low frequencies. With these in mind,
one should search for solution techniques from a
broader point of view where the “excitation” and
“radiation” aspects are also included. According, several
possible solutions brought up in this study are discussed
as follows.
LINING CHANGE
The noise occurs when the lining coefficient of friction
becomes very high. Testing has confirmed that this
occurs when the lining material is exposed to moisture.
Since the coefficient of friction is a dependent on
temperature, pressure, velocity and humidity, it is
important to understand all possible conditions when
selecting a lining material. One potential solution is to
change to a lining material that is less sensitive to
environmental conditions. However, making a lining
change late in a program’s schedule will require the
rerunning of a series of durability tests. This delay could
cost the program several months. Therefore, this
solution is useful only at the early stage of the program
or when more information of substitute materials is
available.
SHOE MODIFICATIONS
Component tests have shown that the first bending mode
of the shoe is right at the squeal frequency. By stiffening
the shoe, it is possible to shift this mode away from the
760 ~ 800 Hz problem range. Figure 20 shows the shoe
modification proposal. Finite element analysis shows that
the first bending mode is shifted from 760 Hz to 1 kHz.
Figure 20. The proposed shoe modification.
This modification is first evaluated using Model A (no
suspension) and the results are compared with the
baseline data in Figure 21. It is seen that the squeal
frequency in the region of 800 Hz is shifted higher and
the instability is significantly reduced. However, when
Model B (with suspension) is used, the complex
eigenvalue analysis does not show any improvement
when the shoe modification is included. The comparison
based on Model B is shown in Figure 22.

Figure 21. Comparison of complex eigenvalue results of
the stiff shoe case and the baseline case
based on the model without suspension.
Figure 22. Comparison of complex eigenvalue results of
the stiff shoe case and the baseline case
based on the model with suspension.
To verify whether the shoe modification improved the low
frequency drum brake squeal, modified shoes were
manufactured. Structural dynamic testing verified the
desired frequency shift. When vehicle tests were run with
modified shoes, the problem persisted. Similar to the
comments made in Reference [1] in an experimental
study, a design suggestion made based on a model
without suspension may not reflect the reality for a low
frequency drum squeal problem.
SUSPENSION MODIFICATIONS
It is worth noting that no low frequency noise was
reported on two other types of vehicles equipped with the
same drum brake. Vehicle tests using the same
procedure was also not able to reproduce the noise on
these two types of vehicles. One of these two types of
vehicles had a rear axle attached to the brakes. The
other one has a different design of suspension that was
less compliant. This information further confirmed that
this low frequency squeal was suspension-related.
Recalling the ODS measurement on knuckle and
suspension links, the large tangential motion of the
knuckle may suggest that torsional compliance of the
suspension system is a key factor.
In addition to the suspension compliance, the resonance
of suspension components may also be a factor.
Structural dynamic testing showed the second bending
mode of the lateral suspension links in the range of 700
~ 900 Hz. Based on the operating deflection shape
discussed earlier, both lateral suspension links were
mass loaded at their antinodes, as shown in Figure 23.
Vehicle tests with mass loaded links were conducted and
no low frequency noise was experienced.
Figure 23. Mass loaded lateral suspension links.
Increasing the suspension compliance requires
increasing the bushing rate. Shifting the modes of the
suspension needs to be done by redesigning the
suspension components. Either approach results in the
change of ride comfort and the overall vehicle dynamic.
Therefore, it is suggested that the drum brake low
frequency noise issue should be considered in the rear
suspension design.
BACKING PLATE CONSTRAINTS
Because the backing plate was believed to be the major
source of noise radiation, efforts have been made to
stiffen up the backing plate. However, several stiff
backing plate designs were tried but the noise still
persisted.
Instead of changing the backing plate design, imposing
constraints to the backing plate was proposed to reduce
the amplitude of vibration. Based on the ODS
measurement and the complex eigenvalue mode
shapes, braces were designed to constrain the backing
plate at some of the anti-node positions of the second
nodal diameter mode shown in Figure 18. This
modification was evaluated using the complex
eigenvalue model with suspension. The results are
compared with the baseline case in Figure 23 and a
significant reduction in instability is seen. Vehicle test
further confirmed that the low frequency drum brake
noise was eliminated when the braces were installed on
the vehicle.

Figure 24. Comparison of complex eigenvalue results of
the backing plate constraint case and the
baseline case based on the model with
suspension.
Both experimental and analytical studies validate the
concept of applying backing plate constraints to reduce
the low frequency squeal. However, efforts are still
needed to design a production feasible modification
based on this proven concept.
CONCLUSION
This paper illustrates the experimental and numerical
studies on a low frequency drum brake squeal. Tests
were performed from the component level to the vehicle
level. Operating deflection shapes were measured to
understand component deflection and interaction during
a noise event. Tests were also performed to investigate
the lining sensitivity to moisture and the environmental
condition that caused the squeal. Several analysis
techniques were used to help understanding the
phenomenon. A transient dynamic analysis was
implemented to observe the stick-slip effect and the
complex eigenvalue method was used to calculate the
instability at the squeal frequency.
Several noise solutions were proposed based on the
experimental and numerical findings. Lining change
accounts for the solution from the excitation point of
view. Decoupling modes by shoe modification was
proven to be non-effective. This suggests that the finite
element model has to include enough components to
make better predictions. The influence of suspension
compliance is discussed based on vehicle tests of other
platforms. The modification of suspension links using
mass loadings was examined to be effective. Finally, the
concept of constraining the backing plate to reduce noise
radiation was verified by both tests and analysis.
Some design solutions for this type of noise problem are
best implemented when the vehicle is still in the early
design stage. Lessons learned from this study are
described below. First, the friction coefficient seen in a
brake system should be better understood. Potential
materials should be tested at all possible environmental
and operating conditions such that a better selection of
lining can be made. Second, the design process of the
suspension system needs to include its related systems
such as brakes for NVH consideration [14]. The
dynamics of the suspension links and the torsional
compliance of the suspension system need to be studies
for potential brake noise problems.
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drum brake noise by holographic vibration analysis,”
SAE Paper 800221.
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