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1
Influence of disc topography on generation of brake squeal
Filip Bergman, Mikael Eriksson ) , Staffan Jacobson
˚ ¨ Laboratory, Uppsala UniÕersity, Box 534, S-751 21 Uppsala, Sweden
Department of Materials Science, The Angstrom
Abstract
The influence of the disc topography on the generation of automotive disc brake squeal has been studied. Two brake discs were
shot-blasted to produce small pits in the disc surface. The discs were then tested in a special brake squeal rig. During the tests, the
coefficient of friction increased from about 0.3 to 0.45 as pits were gradually reduced in size as the discs were worn. A removable section
in one of the discs made it possible to record the size and location of the surface defects by SEM-investigations before, during and after
the test. For the tested padrdisc combination, there were no brake squeals generated as long as the friction coefficient was below a
critical level of 0.4. The use of shot-blasted discs thus provides a unique possibility to investigate the correlation between brake disc
topography, friction coefficient and brake squeal generation without changing neither the composition nor the macroscopic geometry of
brake pad or disc. q 1999 Published by Elsevier Science S.A. All rights reserved.
Keywords: Brake squeal; Coefficient of friction; Surface topography; Disc brake; Brake disc
0043-1648r99r$ - see front matter q 1999 Published by Elsevier Science S.A. All rights reserved.
PII: S 0 0 4 3 - 1 6 4 8 Ž 9 9 . 0 0 0 6 4 - 2
622 F. Bergman et al.r Wear 225–229 (1999) 621–628
Fig. 1. Ža. Schematic of the test-rig. An electric motor drives the wheel via the original drive-shaft. Žb. Photograph of the rig. The torque gauge is mounted
on the drive-shaft. The wheel that was mounted during the tests is removed in the photo to improve visibility.
Fig. 2. Ža. Squeal test sequence of 42 brakings at predetermined brake-line pressures. This sequence was repeated 30 and 14 times, respectively, to form
the two complete test programs. Žb. Pressure and rotational speed during one braking. Squeal measurements are made every third second.
Fig. 3. The brake disc and its removable wedge used to facilitate SEM-investigation of the disc surface in Test 2.
624 F. Bergman et al.r Wear 225–229 (1999) 621–628
Fig. 4. Ža. The coefficient of friction and accumulated number of registered squeals in Test 1. Žb. The coefficient of friction and accumulated number of
registered squeals in Test 2. The small step in friction after 420 brakings is a measurement artefact due to drift of the torque gauge between test sequences
number ten and eleven and should be disregarded. Dashed vertical lines in Ža. and Žb. indicate where the tests were interrupted for replication or disc
surface analysis. Žc. The run-in sequence prior to shot-blasting of the disc used in Test 1. Žd. Area fraction of disc surface not covered by pits and
corresponding friction coefficient in Test 1.
from 10 up to 100 mm. Wear debris was collected and it was still 25% below that of a nonprepared disc. As the
compacted in some of the smaller pits, as shown in the tests continued, the discs became smoother with the fric-
lower row of micrographs in Fig. 5. EDX-analysis showed tion gradually increasing. When the average friction level
that this compacted wear debris contained elements such exceeded 0.4, squeal started to be generated more fre-
as Al and Cu and a high concentration of carbon, all quently. Fig. 6 shows that no squeals were generated at a
typical of the pad. As smaller pits were filled to a higher coefficient of friction lower than 0.4. The same critical
degree than larger ones, the share of filled pits increased as coefficient of friction was obtained in Test 2, see Fig. 4b.
the disc was worn. Squeals were first initiated at one specific brake-line
In both tests, the friction coefficient was initially low pressure but with further friction increase the system started
Ž0.3. but quickly increased to 0.4 during the first 300 to generate squeals at other, neighbouring pressures as
brakings. Even though the friction then started to stabilise, well. In Test 1, the first 50 squeals Žup to 350 brakings.
F. Bergman et al.r Wear 225–229 (1999) 621–628 625
Fig. 5. Gradual change of the disc surface and corresponding friction and squeal generation curves during Test 2. The top row of SEM-micrographs shows
the topographical contrast and the bottom row the compositional contrast. Dark compositional contrast corresponds to wear debris from the pad that has
become compacted into the pits. The test was interrupted for SEM investigation after 1, 5, 10 and 14 sequences, corresponding to 42, 210, 420 and 588
individual brakings, respectively.
were generated almost exclusively at a brake-line pressure other test parameters are kept constant. The results show
of 8 bar, see Fig. 7. Between 350 and 450 brakings, squeal three important features.
was mainly generated at 7 and 8 bar but also at 10 bar. Ž1. No squeals are generated when the coefficient of
After 450 brakings, squeal was generated also at 6, 9 and friction is below a critical value.
11 bar. This should be compared to the run-in sequence The friction coefficient had to exceed 0.4 in both Test 1
prior to shot-blasting, where squeal was generated at all and Test 2 before squeals were generated. This corre-
tested brake-line pressures except 3 and 4 bar. sponds well to the rule of thumb, practiced within the
brake industry, stating that brake pads with a high coeffi-
cient of friction also are more prone to generate squeals.
In the literature, several reports have concerned the
4. Discussion influence of macroscopic friction on squeal generation.
Commonly a stick–slip motion or a friction coefficient
The shot-blasted brake discs have proven an excellent decreasing with sliding velocity has been blamed w1–7x.
tool for studying the influence of macroscopic friction on Recently, a numerical model by Hulten ´ suggests that disc
brake squeal generation. This technique allows the unique brake squeals can be generated also when the coefficient
possibility to study a system where the friction coefficient of friction is velocity independent w8x. This model suggests
gradually increases while the material combination and that the vibration in the pad is a nonsynchronous wave
626 F. Bergman et al.r Wear 225–229 (1999) 621–628
Fig. 7. Brake-line pressures that generated squeals. Ža. During the run-in
sequence prior to shot-blasting of the disc used in Test 1. Žb. During Test
1 Žshot-blasted disc..
Fig. 9. Ža. SEM-micrograph of the disc surface taken after 420 brakings in Test 2. Žb. SEM-micrograph of a pad surface. The contact spots, the flat islands
in the picture, are mainly constituted by metal fibres, abrasive particles and compacted wear debris.
628 F. Bergman et al.r Wear 225–229 (1999) 621–628
against a smooth disc and the friction force thereby stays ing test materials and Claes Kuylenstierna for valuable
lower. discussions.
5. Conclusions References
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