HIGH SPEED DISC BRAKE JUDDER - THE INFLUENCE OF PASSING THROUGH
CRITICAL SPEED
Helena Jacobsson
Machine and Vehicle Design
Chalmers University of Technology
S-412 96 Göteborg, Sweden
(Fax: + 46 31 772 13 75 E-mail: heja@mvd.chalmers.se)
ABSTRACT
Judder is a low frequency torsional vibration occurring in
brakes and clutches in different types of vehicle. The fre-
quency is typically below 100 Hz and is felt rather than
heard. This article focuses on a type of velocity dependent
disc brake judder appearing at high vehicle speeds.
When braking with constant deceleration the torque should
be constant. Introduction of a small sinusoidal, speed
dependent, torque disturbance does not affect the wheel
axle deceleration to any great extent. However, the ampli-
tude of the function describing the motion of the caliper is
no longer constant. Especially when the vehicle wheel
speed (or sometimes a multiple there of) passes through a
resonance of the driven system, there is a dramatic change
in its amplitude. This change in amplitude is greater for
lower deceleration.
The brake torque disturbance arises owing to different geo-
metrical defects, e.g. disc thickness variation (DTV) and
disc runout.
Key words: judder, vibration, DTV, cold judder, BTV,
disc, brake, disc-brake.
INTRODUCTION
Brake induced judder with a frequency equal to a multiple
of wheel speed occurring when passing through more or
less distinct speeds, has been discussed by for example
Crolla and Lang [1]. Haigh et al. [2] describe how the
vibration starts at about 130 km/h, rises to a maximum at
speeds of 80 km/h and vanishes at around 40 km/h.
Usually, in rotor dynamics the frequency is considered as
constant in time, and therefore calculations are made in the
frequency domain. However, when studying braking phe-
nomena, one of the most important characteristics is the
change of speed and therefore excitation frequency. Only a
few works have been published in this area. In 1963 Fern-
lund [3] carried out in an analytical study on a similar
problem, namely the deflection of a shaft when passing
through the critical speed.
Recently, Engel et. al. [4] made measurements of the
dynamic disc brake behaviour in a street-going vehicle
during juddering. The main cause of the brake torque vari-
ation, BTV, was found to be the DTV, often referred to as
cold judder. The critical speed was determined at about
100 km/h corresponding to the natural frequency of the
wheel carrier in the longitudinal direction.
A, because of the geometrical similarities between
clutches and disc brakes, interesting study on clutch judder
have been carried out by Sawanobori and Suehiro [5]. A 4
DOF model was used to describe the judder, and the model
was verified by measurements.
ANALYSIS
In the analysis of the high speed dynamics of a disc brake,
the 2 DOF model, shown in Figure 1 is used.
JC JD
M M ϕD
K ϕC
Figure 1 Mechanical disc brake model.
The angle ϕC describes the motion of the lining and the
caliper, while the angle ϕD represents the motion of the
disc and the wheel axle. If T denotes the braking time, the
corresponding system of differential equations, DE,
becomes:
J C ϕ̇˙ C + K ϕ C = M (t) 0<t<T
(1)
J D ϕ̇˙ D = – M (t)
The initial angles can be chosen arbitrarily and are there-
fore set to zero. Assume that the initial rotational speed of
the disc is Ω0 (rad/s) and that the caliper does not move
when applying the brake:
ϕC ( 0 ) = 0 ϕ̇ C ( 0 ) = 0 M (0) = M0
(2)
ϕD ( 0 ) = 0 ϕ̇ D ( 0 ) = Ω 0
Let the braking torque have the mean value, M0, and
assume that there is a brake torque disturbance with the
amplitude of εM0. This brake torque variation, BTV, can
be a result of disc thickness variation DTV, disc runout or
dynamic effects [4]. The only requirement is that the BTV
can be described by a sinusoidal function with a frequency
that is an integer multiple n of the wheel angle speed:
M (t) = M 0 + εM 0 sin ( nϕ D(t) ) (3)
Divide the functions ϕC and ϕD into one part with the Therefore the second DE in (9) can be approximated by:
superscript 0 due to a constant braking torque and another
α αn 2
part consisting of the additional terms f C and f D arising f C''(τ) + f C(τ) = ---ε ⋅ sin β n τ – ------ τ 
γ  2  (10)
from the BTV. Assume that the additional terms and their
first derivatives all vanish when braking starts: f C(0) = f C ′(0) = 0
where:
0 0
ϕ C(t) = ϕ C(t) + f C(t) ϕ D(t) = ϕ D(t) + f D(t)
(4)
f C(0) = f C ′(0) = f D(0) = f D ′(0) = 0 αn = n ⋅ α βn = n ⋅ β (11)
By using the Laplace transform, the solution of the approx-
Now, it is possible to separate the two cases from each
imate DE (10) can be derived:
other, and solve them separately. The separation must be
done both in the system of DEs given by eq. (1) and in its τ
initial conditions (2). f C(τ) = ∫ h(τ – u) ⋅ g(u) du
0 (12)
Part of Constant Brake Torque α αn 2
h(τ) = sin τ g(τ) = ---ε ⋅ sin β n τ – ------ τ 
γ  2 
When braking with constant brake torque the deceleration,
Λ (rad/s2), of the wheel is also constant. By use of eq. (2) The solution f C is an integral containing the new func-
and (4), the initial conditions for this part are shown to be: tions, h and g, defined in equation (12). As it is still impos-
sible to determine the behaviour of the solution, it is only
0
ϕ̇ D(0) = Ω 0
0 0
ϕ C(0) = ϕ̇ C(0) = ϕ D(0) = 0
0 (5) formal. It is necessary to proceed and express f C in a form
that can be analysed mathematically.
The solution to eq. (1) with a constant brake torque, M0,
and initial conditions (5) is: Solution with Fresnel Integrals
To exclude the factor consisting of dimensionless parame-
0 α α 2
ϕ C(τ) = --- ( 1 – cos τ ) 0
ϕ D(τ) = βτ – ---τ (6) ters, the equation the auxiliary function F0 is defined:
γ 2
ε πα
where the dimensionless time τ is given by: f C(τ) = ------ ------- ⋅ F (τ) (13)
2γ n 0
where:
K
τ = ωt ω= ------ (7)
JC α τ αn 2
F 0(τ) = 2 -----n- ⋅ ∫ sin ( τ – u ) ⋅ sin β n u – ------ u  du (14)
and the dimensionless parameters α, β and γ are defined by: π 0  2 
This can be rewritten:
Λ Ω J
α = ------ β = ------0- γ = -----C- (8) F 0(τ) = I 2(τ) – I 3(τ) – I 2(0) + I 3(0)
ω
2 ω JD
αn αn 2
I 2(u) = ------ ⋅ ∫ cos  ------ u – ( β n + 1 )u + τ du
Part of Sinusoidal Brake Torque π 2  (15)
αn αn 2
For the BTV part of eq. (1), the situation is more compli- I 3(u) = ------ ⋅ ∫ cos  ------ u – ( β n – 1 )u – τ du
cated. The additional terms f C and f D are generated by π  2 
solving the following DE system: From ref. [6] we know that:

f D''(τ) = – α ε ⋅ sin ( nϕ D(τ) ) I 2(u) = cos a 12(τ) ⋅ C(Y 2(u)) + sin a 12(τ) ⋅ S ( Y 2(u) )
(16)
α I 3(u) = cos a 13(τ) ⋅ C(Y 3(u)) + sin a 13(τ) ⋅ S ( Y 3(u) )
f C''(τ) + f C(τ) = ---ε ⋅ sin ( nϕ D(τ) ) (9)
γ where:
f C(0) = f C ′(0) = f D(0) = f D ′(0) = 0
2 2
Since the rotational acceleration f D ″ is much more inter- ( βn + 1 ) ( βn – 1 ) (17)
a 12(τ) = ---------------------- – τ a 13(τ) = ---------------------
-+τ
esting than the angle f D , there is no need for integrating 2α n 2α n
the first equation.
and:
Still, the second DE needs to be solved to achieve the BTV
related rotational acceleration of the caliper. When the αn u – ( βn + 1 ) αn u – ( βn – 1 )
Y 2(u) = ----------------------------------- Y 3(u) = ----------------------------------- (18)
speed of the disc and wheel axle, ϕ̇ C , is constant, it is pos- αn π αn π
sible to find an exact analytical solution for the equation.
The functions C and S are the so-called Fresnel integrals:
In this case the angular wheel deceleration is “almost con-
z z
stant”, the rotational speed of the wheel must be almost lin- π 2 π 2
ear, and the corresponding angle approximately quadratic. C(z) = ∫ cos --- t dt S(z) = ∫ sin --- t dt (19)
2 2
0 0

2
These functions are defined by integrals that need to be The phase function Γ can be shown to have a constant
solved numerically. However, since they often appear in angular frequency of ω, except immediately after the start
physics, they are tabulated in for example Handbook of of the braking.
Mathematical Functions, ref. [6]. In the last few years they The function E can be rewritten as:
have also been included as standard functions in commer-
cial mathematical programs, such as Maple. 2 2
E(τ) = ( ( C(Y 3(τ)) ) – C ( Y 30 ) ) + ( S(Y 3(τ)) – S ( Y 30 ) ) (23)
Define a new auxiliary function F2 as the second derivative
Y 30 = Y 3(0)
of F0 with respect to dimensionless time τ. The BTV
related angular acceleration then becomes: When braking starts 20% above the critical speed, is the
envelope function for three different α−values shown in
ε πα ε πα
f″ C(τ) = ------ ------- F″ (τ) = ------ ------- F 2(τ) (20) Figure 3 For low retardation the function is more or less a
2γ n 0 2γ n
step function, while braking with a higher α−value leads to
By differentiating F0 in equation (15) twice with respect to
a smaller difference between the levels of E before and after
τ, a normated angular acceleration F2 is generated:
passing the critical speed. The amplitude change happens
α αn 2 less dramatically.
F 2 ( τ ) = – F 0(τ) + 2 -----n- sin β n τ – ------ τ 
(21)
π  2 
E −4
The amplitude of second term in this expression is normally α=10
less than a few percent of the maximum value of the first 1.6
one, and can therefore be neglected. 1.4
β = 1.2
Numerical Example
1.2 n=1
1
If, for example, the deceleration of the vehicle is 1 m/s2 and
the wheel radius 0.3 m, the rotational deceleration 0.8
2
Λ ≈ 3rad ⁄ s . Assume that there is a critical speed at 100 0.6
km/h, corresponding to an angular frequency near 100 −3
rad ⁄ s . This results in the dimensionless parameter 0.4 α=10 −5
α=10
α ≈ 0.0003 . 0.2 τ/τcr
0
0.5 1 1.5 2
1.5
Figure 3 Envelope function, E for three different values of
α = 0.0003 E
1
β = 1.1 retardation parameter α.
n=1 The envelopes of f″ C and f″ D , i.e. EC and ED, can be writ-
0.5
τ/τcr ten as:
0
0.5 1 1.5 2
ε πα (24)
-0.5 E C ( τ ) = ------ ------- ⋅ E ( τ ) E D ( τ ) = εα
2γ n
F2
-1
Amplifier Functions
-1.5 Now, define an amplifier function between the envelopes
Figure 2 F2 and its envelope E. EC and ED as:
The function F2 when braking starts at 110 km/h (β = 1.1), EC 1 π
A ( τ ) = ------- = ------ ------- E ( τ ) (25)
is shown in Figure 2 The figure also illustrates how well the ED 2γ nα
envelope function E, defined below, approximates the This amplifier function can be considered as a measure of
amplitude of F2. The (dimensionless) time constant τcr is caliper sensitivity to BTV. The sensitivity is proportional to
the time when the BTV frequency passes through the natu- the inverse of γ, the quotient between the two inertia
ral frequency of the driven system. moments of the system. This indicates that a lighter brake
would create more problems.
Envelope Functions
The amplifier function A is also proportional to the inverse
For reasonable low α-values there is a function E that can of n , which means that the lowest harmonic modes are
be used as an envelope to both F0 and its second derivative: the most critical ones.

F 0(τ) = E(τ) sin Γ(τ) F 2(τ) ≈ – E(τ) sin Γ(τ) To be able to study the BTV sensitivity for different α-val-
ues define the new amplifier function Aα as:
C(Y 3(τ)) – C(Y 3(0)) (22)
Γ ( τ ) = a 13(τ) + atan ------------------------------------------------ ≈ τ + δ E(τ)
S(Y 3 ( τ )) – S(Y 3 ( 0 )) A α ( τ ) = ----------- (26)
α
where δ is approximately a constant angle.

3
Figure 4 shows Aα for some different values of the deceler- CONCLUSIONS
ation parameter α. The caliper moves with the natural frequency of the driven
system. Its amplitude function grows dramatically when the
Aα wheel speed passes through the critical speed. After passing
500 α = 1∗10−5 that frequency the amplitude function remains at the same
level when damping is neglected. Adding damping to the
400 model would cause the amplitude to gradually decrease at
α = 2∗10−5 lower frequencies, as has been observed by measurements.
300
β = 1.2 There is no significant change in frequency of the driven
n=1 α = 5∗10−5 system at reasonably low vehicle declaration. The part of
200 the solution which has the same frequency as the BTV is
α = 1∗10−4
α = 2∗10−4
negligible.
100 α = 5∗10−4 The calculations indicate that a lighter brake creates more
α = 1∗10−3 τ/τcr judder and that the lowest harmonics are the most problem-
0 atic ones. The lower the deceleration, the higher amplitude
0.5 1 1.5 2
difference between the vibration levels over and under the
Figure 4 Aα as a function of time.
critical speed.

DISCUSSION
Using the same strategy as Sawanobori and Suehiro [5] did
on clutch judder leads to the assumption that the distur-
bance part of the brake pressure and therefore also the BTV,
consists of three different parts. One that is proportional to
sin nϕ D , another to sin nϕ C and a third to sin n ( ϕ D – ϕ C ) .
For brakes at reasonable high speed, the angular motion ϕD
of the disc is much greater than that of the caliper ϕC, and
consequently the DTV-term, sin n ( ϕ D – ϕ C ) , which domi-
nates the BTV for disc brakes degenerates to sin nϕ D .
Furthermore, in clutch judder there is a stick-mode when
the brake torque vanishes, and the parts on both sides of the
frictional surface move with the same rotational speed. For
disc brakes this phenomenon might occur at very low
speeds, but this kind of stick-slip motion not involved in the
high speed judder phenomena investigated in this paper.
Application of the approximated differential equation (10)
instead of the exact one implies the usual “small angle
approximation”:
nf D(τ) << 1
It is now possible to achieve an approximate solution of
fD:
ε Vehicle and Traffic System Technology, volume1, pages
f D(τ) = --- ⋅ { πX (τ) ⋅ ( I 1(τ) – I 1(0) ) + Ψ ( τ ) }
n 465-481, Strassbourg, France 1993.
π 2
Ψ ( τ ) = – 1 + cos --- ( X ( 0 ) 2 – X (τ) )
2 Clutch Judder”. Proceedings of the 1995 Noise and Vibra-
βn
2
βn
2 (27)
- ⋅ S ( X ) – sin --------
I 1(X ) = cos -------- - ⋅ C(X )
2α n 2α n
βn – αn τ
X (τ) = --------------------
- Mathematical Functions with Formulas, Graphs and Mathe-
αn π
This expression can be used to control the validity of the
small angle approximation.
ACKNOWLEDGEMENTS
This work was carried out at the Department of Machine and
Vehicle Design, Chalmers University of Technology,
Göteborg, Sweden. It was supervised by Professor Göran
Gerbert. Fruitful discussions with Pr. Gerbert and also with
Johan Hultén, Lic. Eng. are gratefully acknowledged.
Financial support was provided by the Swedish Research
Council for Engineering Sciences (TFR).
REFERENCES
[1] D.A. CROLLA and A.M. LANG: “Brake Noise and
Vibration - The State of the Art”. Vehicle Tribology, Tribol-
ogy Series, number 18, pages 165-174, Leeds, England,
1991
[2] M.J. HAIGH, H. SMALES and M. ABE: “Vehicle Jud-
der under Dynamic Braking caused by Disc Thickness Var-
iation”. Braking of Road Vehicles. Pages 247-258. London
1993. I.Mech.E. paper C444/022/93
[3] I. FERNLUND: “Running through the Critical Speed of
a Rotor”, Transactions of Chalmers University of Technol-
ogy, Gothenburg, Sweden, 1963
[4] H.G. ENGEL, TH. BACHMAN, U. EICHORN and CH.
SAAME: “Dynamical Behaviour of Brake-Disc Geometry
as cause of Brake Judder”. 4th International Conference on
[5] T. SAWANOBORI and K. SUEHIRO: “Analysis of
tion Conference, Pages 691-696, Traverse City Michigan,
1995. SAE paper 951318
[6] M. ABRAMOWITZ and A. STEGUN: “Handbook of
matical Tables”. Chapter7: “Error Functions and Fresnel
Integrals”, Dover Publications, Inc., New York 1970