-
Brake squeal: a literature
review
制动尖叫：文献综述
?
?
?
?
Antti
Papinniemi
a
,
Joseph C.S. Lai
a
,
Jiye
Zhao
b
,
Lyndon Loader
b
,
,
声
学与振动单元，
航空航天与机械工程学院，
大学学院，
新南威尔士大学，
澳大利亚国防军事
学院，堪培
拉，
ACT 2600
，澳大利亚
?
PBR
汽
车控股有限公司，
264
东边界路，东班特，
< br>电话
3165
澳大利亚
?
?
2
000
年
11<
/p>
月
20
日收到。
2001
年
5
月
18
日修改。
2001
年
6
月
14
日被
公认。
2002
年
1
月
30
日向网上提供
Abstract
摘要
Brake
squeal
，
which usually falls
in the frequency range between 1 and 16 kHz,
has been one of the most difficult
concerns associated with automotive brake
systems
since
their
inception.
制动尖叫的频率通常在
1
到
16KHz
之间，它是
自汽车制动系统诞生以来与之相关的最难的问题之一
。
It
causes
customer
dissatisfaction
and
increases
warranty
costs.
制动
尖叫会导致客户的不满和维
修费用的增加。
Although
substantial
research
has
been
conducted
into
predicting and eliminating brake squeal
since the 1930s, it is still rather difficult
to predict its occurrence.
虽然
从上世纪
30
年代以来对其进行了大量的研究来预
测和消除制动尖叫，但是它的发生仍然相当难预测。
In
this
paper,
the
characteristics and current
difficulties encountered in tackling brake squeal
are
first
described.
本文中，
第一次提到了解决制动尖叫的特点和难点的问题。
A
review
of
the
analytical,
experimental
and
numerical
methods
used
for
the
investigation
of
brake
squeal
is
then
given.
然后给出一份用于调查制动尖叫理
论的分析方法，实验方法和数学模拟
的方法的综述。
Some
of
the
challenges
facing brake squeal research are outlin
ed.
对研究制动尖叫所面临的挑战进行了
概述。
1.
Introduction
介绍
Brake
squeal
has
been
one
of
the
most
difficult
concerns
associated
with
automotive brake systems since their in
ception
。、制动尖叫是自汽车制动系统
诞生以来与之相
关的最难的问题之一。
Research into predicting and
eliminating
brake squeal has been
conducted since the 1930s
[1]
and
[2]
.
从上世纪
< br>30
年
代以来对于预测和消除制动尖叫的研究已经实施了
。
Initially drum brakes were
studied due to their extensive use in
early automotive brake systems.
最初，
对
于鼓式制动器的研究是由于它们在早期汽车制动系统中的广泛运用。<
/p>
However,
disc brake systems
are used more extensively in modern vehicles and
have
become the focus of brake squeal r
esearch.
然而，盘式制动系统被更加广泛的
运用于现代
车辆中并已经成为制动尖叫研究的重点。
Fig.
1
and
Fig.
2
show
a
typical
disc
brake
system
with
a
“fist
type”
caliper
design.
图
1
和图
2
给出
了一个典型的带有“拳头型”卡钳设计盘式制动系统。
A disc brake system consists of a rotor
that rotates about the axis of the
wheel.
盘式制动系统由一个围绕轴轮旋转的转子组成。
The
caliper
assembly
is
mounted to the vehicle suspension
system through an anchor bracket.
制动钳
总成通过一个锚支架安装到车辆悬架系统上。
The caliper housing can slide on
the anchor bracket through the two
pins.
钳壳体可以通过两个销钉在锚支架上
滑动。
Brake pads with moulded friction material
can also slide on the anchor
bracket. A
piston can slide inside the caliper housing.
模压摩擦材料的刹车片也
可在锚支架上滑动。活塞可以在卡钳壳体内滑动
。
When hydraulic
pressure is
applied, the piston is
pushed forward to press the inner pad against the
rotor
and in the mean time, the housing
is pushed in the opposite direction to press
the outer pad against the rotor,
thereby generating a braking torque.
当油压
起
作用时，
推动活塞向前挤压与转子相对的内垫，
同时，
卡钳壳体按相反的方向挤
压转子的外垫。
Fig. 1.
A typical ‘fist’ type brake system.
图
1.
一个典型的“拳头型”制动
系统
View thumbnail
images
查看缩略图
Fig. 2.
Schematic of a disc brake system.
图
2.
盘式制动系统的示意图
View thumbnail images
Like
all
the
other
applications
with
friction
interface,
noise
and
vibration
are
inherent by-products of brake applicati
on.
像其他所有具有
摩擦界面的应用系统
一样，
噪音和振动是制动应用系统固有的
副产品
。
Brake noise and vibration has
been
classified
according
to
its
frequency
as
judder,
groan,
hum,
squeal,
squelch
and
wire
brush
[3]
.
制动振动噪声根据其频率被分为制动抖动，制动轰
鸣，
嗡嗡声
，制动尖叫，
静噪和钢丝刷
（根
据文献
3
）
The squeal
noise that is
particularly annoying
usually falls into a frequency range from 1 to 16
kHz.
特别
烦人的尖叫噪声的频率范围通常在
1
到
16KHz
之间。
Brake squeal is generated by
the vibration of an unstable vibration mode of the
brake system.
制动尖叫是由制动系统的一种模式
不稳定的振动所产生的。
In this
condition
the
brake
rotor
can
act
as
a
loudspeaker
since
it
has
large
flat
surfaces
that
can
readily
radiate
sound.
在这种情况下的制动转子可以充当扬
声器，因为它有大的平面，可随时散射声音。
The
occurrence of brake squeal is
a concern
since it causes significant discomfort to the
vehicle occupants and
leads to customer
dissatisfaction and increased warranty costs.
制动尖叫的发
生是一个值得关注的问题，
因为它
会导致驾乘人员的严重不适和顾客的不满，
并
增加了保修成本。
Unfortunately, the large body of
research into brake squeal
has failed
to provide a complete understanding of, or the
ability to predict its
occurrence
[1]
,
[2]
,
[3]
,
[4]
,
[5]
,
[6]
,
[7]
,
[8]
,
[9]
,
[10]
,
[11]
,
[12]
,
[13]
,
[14]
,
[15]
,
[16]
,
[17]
,
[18]
,
[19]
,
[20]
,
[21]
,
[22]
,
[23]
,
[24]
,
[25]
and
[26]
.
不幸的是，大量研
究投入还不能给出对于制动尖叫的完整的理解，
或者是预测它发生的能
力
[1]
,
[2]
,
[3]
,
[4]
,
[5]
,
[6]
,
[7]
,
[8]
,
[9]
,
[10]
,
[11]
,
[12]
,
[13]
,
[14]
,
[15]
,
[16]
,
[17]
,
[18]
,
[19]
,
[20]
,
[21]
,
[22]
,
[23]
,
[24]
,
[25]
和
[26]
。
This is
partly because of the complexity
of
the
mechanisms
that
cause
brake
squeal
and
partly
because
of
the
competitive
nature
of
the
automotive
industry,
which
limits
the
amount
of
cooperative research that
is published in the open literature.
一部分
原因是由于
产生制动尖叫的机理复杂，
一部分原因是汽车行业的
竞争性，
从而限制了合作研
究成果在公共文献上发表的数量。<
/p>
Although
a
comprehensive
review
of
brake
squeal
was
conducted
by
Yang
and
Gibson
in
1997
[4]
,
it
was
focussed
to
some
degree
on
the
material
aspects of a brake system.
虽然
杨和吉普森在
1997
年【
4
】对制动尖叫进行了
全面的综述，
它在一定程度
上侧重于制动系统的材料方面。
The objective
of this
paper
is
to
outline
the
characteristics
and
current
difficulties
encountered
in
tackling brake squeal and to review the
analytical, experimental and numerical
methods used for the investigation of
brake squeal.
本文的目的是概述在处理制
动尖叫时特点和当前
遇到的困难，
并且综述用于调查制动尖叫理论的分析方法、
< br>实验方法和数值模拟的方法。
2.
Characteristics of brake
squeal
制动尖叫的特点
One
of the biggest contributors to brake squeal is the
friction material, since
squeal
excitation
occurs
at
the
friction
interface,
and
it
normally
takes
approximately 12 months to finalise a
friction material selection.
因为尖叫是在
摩擦界面被激发的，
所以制动尖叫的最大的贡献者之一是摩擦材料，
而摩擦材料
的选择一般需要
12
个月来完成。
This certainly
makes it very difficult to predict
a
priori the propensity of a brake system to squeal.
这无疑使得它很难去预测先
验制动系统尖叫的倾向。
Also, often in the design of a brake system, priority is
given
to
requirements
such
as
braking
performance,
cost
and
ease
of
manufacture.
此外，往往在制动系统的设计中，如制动的性能
，成本和易于制造
等要求被给与优先考虑。
The common practice for the different
components of
a brake system to be
manufactured by different suppliers further
complicates
matters.
通常一个制动系
统的不同零部件由不同的制造商制造时问题进一步复
杂化。
Th
e large number of vehicles produced means that
even a low squeal
propensity found
during initial testing of a brake system can
become a major
concern once a vehicle
is in production due to a much larger population
size.
一旦汽车由于更大的人口规模而被生产，
那么汽车
的大量生产意味着，
即使尖叫
在制动系统的初期检查中被发现的
倾向低也是一个重大的问题。
Modifications
towards the end of development phase
will have two potential risks: (1) leading
to
production
delays
and
increased
costs
to
both
the
brake
and
vehicle
manufacturers and (2) leading to
products not fully validated with potential field
warranty concer
n.
对于开发结束阶段的改动将带来两个潜在的风险：（
1
）导致
生产延误和刹车与汽车制造商的成本的增加（
2
）导致产品在潜在的保修问题领
域上验证不充分。<
/p>
The
most
significant
complication
in
brake
research
is
the
fugitive
nature
of
brake
squeal;
that
is,
brake
squeal
can
sometimes
be
non-
repeatable.
在制动的研究中最重要的问题是制动尖叫不易捕捉的性质，因
为制动尖叫有时是不可重复的。
There
are
many
potential
squeal
frequencies
(unstable
modes)
for
a
brake
system.
一个制动
系统中有许多潜在的尖叫频率
（不稳定的模式）。
Each individual component has its own
natural modes.
每
个
单一部件
都有它自己的自然模式
。
The number of modes for a
rotor within human
hearing
range
may
be
up
to
80.
人类听觉范围内的转子模式的数量可能高达
modal
frequencies and modal shapes of the rotor,
caliper, anchor and
pad will change
once these parts are installed in-situ.
一旦转子，卡钳，锚和垫
片这些部件安装在原位，
它们的模态频
率和模态形状会发生变化。
During a brake
application, these parts are
dynamically coupled together resulting in a series
of
coupled
vibration
modes,
which
are
different
from
the
component
free
vibration modes.
制动应用中，这些部件是动态耦合在一起，从而产生一系列不
同于组件的自由
振动模式的动态耦合模式。
The addition of the
friction coupling
forces
at
the
friction
interface
results
in
the
stiffness
matrix
for
the
system
containing
unsymmetric off-diagonal coupling terms.
在摩擦界面增加的耦合摩
擦力造成了系统刚度矩阵中含有非对称的非对角线的耦合项
。
From the stability
point
of
view,
this
coupling
is
considered
to
be
the
root
cause
of
the
brake
squeal.
从稳定的角度来看，
这种耦合被
认定为制动尖叫的根源。
A brake system
may not always squeal given
the “same” conditions.
制动系统可能并不总是在
“
相同”的条件尖叫。
Alternatively,
small variations in operating temperature,
brake
pressure,
rotor
velocity
or
coefficient
of
friction
may
result
in
differing
squeal
propensities or frequencies.
另外，在工作温度，制
动压力，转子速度或
摩擦系数小的变化可能会导致不同的尖叫倾向频率。
Fig. 3
and
Fig.
4
show the
percentage
occurrence of brake squeal obtained at PBR
Automotive Pty Ltd
using
a
Rubore
drag
type
noise
dynamometer
and
an
AK
noise
matrix
for
various brake pressures and
temperatures respectively.
图
3
和图
4
显示
PBR
汽车控股有限公司使用
Rubore
拖曳式噪音测功机和分别有各种制动压力和温度
的
AK
噪声模型获得制动尖叫的发生比例。
It can be seen
from
Fig. 3
that there
is no simple relationship between the
percentage occurrence and frequency of
the brake squeal and the brake pad pres
sure.
从图
3
可以看出，制动尖叫
发生
的比例和频率与刹车片的压力之间的不是简单的关系。
Similarly, the influence
of
temperature on both the occurrence and frequency
of the brake squeal is
quite complex
(
Fig. 4
).
同样，
温度对制动尖叫的发生和频率的影响是相当复杂的
（图
4
）
.
Fig. 3.
Variation of occurrences of brake squeal with
frequency and brake pad
pressure.
图
3
。制动尖叫出现的频率和刹车片压力的变化。
Fig.
4.
Variation
of
occurrences
of
brake
squeal
with
frequency
and
temperature.
图
4
。制动尖叫出现的频率和温度的变
化。
Due to the above-
mentioned difficulties in designing a noise free
brake system,
efforts to eliminate
brake squeal have largely been empirical, with
problematic