Journal of Sound and Vibration 330 (2011) 2138–2149

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Journal of Sound and Vibration

journal homepage: www.elsevier.com/locate/jsvi

Squeal and chatter phenomena generated in a mountain

bike disc brake
Takashi Nakae a,n, Takahiro Ryu b, Atsuo Sueoka c, Yutaka Nakano d, Takumi Inoue e
a
Department of Mechanical Engineering, Toyama National College of Technology, 13 Hongo, Toyama-shi, Toyama 939-8630, Japan
b
Department of Mechanical and Energy Systems Engineering, Oita University, 700 Dannoharu, Oita-shi, Oita 870-1192, Japan
c
International Research Center for Hydrogen Energy, Kyushu University, 744 Motooka, Nishi-ku, Fukuoka 819-0395, Japan
d
Department of Mechanical Sciences and Engineering, Tokyo Institute of Technology, 2-12-1, Ookayama, Meguro-ku, Tokyo 152-8550, Japan
e
Department of Mechanical Engineering, Kyushu University, 744 Motooka, Nishi-ku, Fukuoka 819-0395, Japan

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

Article history:
Accepted 20 August 2010
The peer review of this article
was organised by the Guest Editor
Available online 17 September 2010
This paper examines squeal and chatter phenomena generated experimentally in
mountain bike disc brakes. There are two kinds of frictional self-excited vibrations in
the bike disc brakes, called squeal with frequency of 1 kHz and chatter with frequency
of 500 Hz. In order to reproduce the squeal and chatter, a bench test apparatus using an
actual bike was set up to determine the associated frequency characteristics
experimentally. The results show the frequencies to be independent of pad temperature
and disc rotating speed. Squeal is shown to be in-plane vibration in the direction of the
disc surface which is caused by the frictional characteristics having negative slope with
respect to the relative velocity in the vibrating system, which includes brake unit,
spokes and hub. Chatter is generated within a limited high temperature region. Again, it
is frictional vibration in which the squeal and out-of-plane vibration of the disc due to
Coulomb friction combine through the internal resonance relation between in-plane
and out-of-plane nonlinear vibration caused by the temperature increase of the disc
during braking.
& 2010 Elsevier Ltd. All rights reserved.

1. Introduction

Noise and vibration in vehicular traffic is an important social and environmental problem. As engine noise decreases
with better designs, the squeal phenomenon generated in the braking of cars is receiving more attention. Consequently,
research in this field is also becoming increasingly important.
The brake noise of bikes [1] is also decidedly unpleasant for both the rider and bystanders because the squeal noise is
radiated from the bike brake into the surrounding environment. Disc brakes have become popular on mountain bikes and,
more recently, for downhill races instead of caliper brakes, and they have recently also been applied to ordinary bikes. On
steep descends, the rate of decent is usually controlled through application of the front brake. However, the mechanisms of
vibration generation in bike disc brakes have yet to be fully clarified. Herein, the generation mechanisms of two categories
of brake noise, ‘‘squeal’’ and ‘‘chatter’’, are examined experimentally.
In the field of car disc brakes, there have been many experimental and analytical investigations into brake squeal.

n
Corresponding author. Tel.: + 81 76 493 5438; fax: + 81 76 492 3859.
E-mail addresses: nakae@nc-toyama.ac.jp (T. Nakae), ryu@cc.oita-u.ac.jp (T. Ryu), sueoka@mech.kyushu-u.ac.jp (A. Sueoka), nakano@mes.titech.ac.jp
(Y. Nakano), takumi@mech.kyushu-u.ac.jp (T. Inoue).

0022-460X/$ - see front matter & 2010 Elsevier Ltd. All rights reserved.
doi:10.1016/j.jsv.2010.08.027
 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149 2139

Mills [2] started the world’s first published research work on car disc brakes in the 1930s. At that time, he considered
that disc brake squeal was caused by dry friction having a negative slope with respect to the relative slip velocity between
the disc and pad. In the 1950s, Fosberry and Holubecki [3] measured the frictional characteristics of brake pads
experimentally. However, they were unable to confirm that the frictional characteristics had a negative slope with respect
to the relative velocity. They were also unable to confirm that disc brake squeal in cars was caused by dry friction.
In the early 1960s, Spurr [4] suggested a new analytical model called ‘‘sprag-slip’’ which explains the generation
mechanism of disc brake squeal in cars. The model shows that unstable vibration can be generated with a constant
frictional characteristic with respect to the relative slip velocity, i.e., without a negative slope. This constant frictional
characteristic is known as ‘‘Coulomb friction’’. Subsequently, the ‘‘sprag-slip’’ model formed the foundation of analytical
models of disc brakes squeal in cars. Using dual pulsed holographic interferometry (DPHI), Felske et al. [5,6] measured the
vibration modes of disc and pad in squeal and confirmed the disc vibration to be in the out-of-plane direction of the disc
surface. Additionally, the out-of-plane vibration modes of the disc had nodal radii but no nodal circles [6]. It was also
confirmed that squeal was more prevalent with increasing friction coefficient. Research into vibration modes using DPHI
continued to be conducted up to the late 1990s [7,8]. Based on the results of this initial research, it became an accepted fact
that disc brake squeal in cars is caused by the coupled out-of-plane vibration modes of the disc, pad and caliper due to
Coulomb friction [9,10].
Recently, more complicated analytical models based on FEM predominate. Squeal has been reproduced computationally
with numerical models and the results compared with experimental data [11,12]. Using FEM, Matsushima et al. [13,14]
analyzed low-frequency squeal generated in car disc brake with floating and rigid caliper designs. However, the
computational results could not accurately replicate the experimental results. The key to properly addressing the problem
of brake noise is the clarification of its generation mechanism.
Car brake noise is classified in terms of generation mechanism and frequency range [15]. ‘‘Squeal’’ is the most serious
problem because human sensitivity to this frequency range is very high. Squeal is further sub-classified according to
generative frequency [15]. ‘‘Groan’’ is the beat note generated in car disc brakes at low brake pressures. This brake noise is
attributable to the vibration of caliper, pad and axle. However, there is no out-of-plane vibration of the disc in groan
[16,17]. Groan is classified as the noise generated as a car starts moving, and ‘‘moan’’ is classified as the noise generated as
a car stops. ‘‘Judder’’ [18–20] is generated in the suspension, tires, worn pads and discs [21] and the frictional contact of car
clutch systems.
The design and noise characteristics of bike disc brakes are different from those of cars. First, modifying the design of
disc brakes is very difficult because of the space constraints for mounting the brake unit. Moreover, since the disc has low
mass, its temperature sometimes increases to 300 1C during braking; this is different to car disc brakes. For this reason,
mountain bikes generate two kinds of noise. Herein, the higher frequency bike disc brake noise is defined as ‘‘squeal’’,
while the low frequency noise, generated at high disc temperatures, is defined as ‘‘chatter’’. Here, ‘‘chatter’’ bears no
relation to the phenomenon of the same name common in the field of machine tools. The noise referred to herein as chatter
are caused by frictional self-excited vibrations. The squeal examined herein is that vibration associated with unpleasant
noise, and the chatter examined herein leads to significant structural vibration which the riders can sense through the
handle bar. Over extended time periods, squeal and chatter can lead to wheel spoke failures, as shown in Fig. 1. This has
obvious safety implications.
Thus far, there has been little research in to the characteristics of bike disc brakes with regard to noise and vibration. In
this paper, the generation mechanism of squeal and chatter in mountain bike disc brakes is investigated with experimental
results obtained mainly from a bench test apparatus.

Fig. 1. Fatigue failure of a spoke.

2140 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149

2. Squeal and chatter tests using bench test apparatus

Fig. 2 shows a front disc brake system for a bike. The disc brake unit used consists of a disc, a caliper and two pads. The
disc is fixed to the hub with six bolts and the rim is connected to the hub via 32 spokes, 16 on each side of the hub. The disc
itself is cut from plate steel and is supported by 9 inclined legs. The frictional section is the outer portion of the disc and is
13 mm wide  2 mm thick. There are many ventilation holes cross-drilled into the disc for cooling in the frictional section
of the disc. The caliper is rigidly mounted and has four hydraulic pistons, two on each side of the disc, mounted
symmetrically. Braking force is produced when the hydraulic pressure acting on the pistons in turn presses the pads onto
the disc, resulting in frictional drag. The specifications of the brake unit are given in Table 1. Fig. 2 shows the sensor
positions and measuring apparatus on the caliper. The acceleration of the caliper in the out-of-plane direction of the disc at
the leading side was measured with an accelerometer and charge amplifier. The pad temperature was measured with a
thermocouple. Both signals were recorded using a data logger.
In related research, a traveling test was conducted on a 2 km long steep road with a gradient of about 101 [22]. When
the oil pressure was kept constant at 1.5 MPa, and the rotating speed at 2 rps, the temperature rise of the disc was
maximum. These are quite typical operating conditions for a mountain bike. Squeal was generated at a frequency of
approximately 1 kHz upon the start of the experiment. The disc temperature climbed to 300 1C during extended braking.
However, the squeal frequency remained constant at approximately 1 kHz, that is, the squeal frequency was insensitive to
disc temperature and wheel speed. In contrast, chatter was generated only for temperatures above 260 1C and had a
constant frequency of around 500 Hz. The squeal to chatter frequency ratio was fixed at exactly at 2:1. The frequency
spectrum in chatter included the squeal frequency as a second-order harmonic component.
To reproduce the squeal and chatter produced in the traveling test, a bench test apparatus was employed using an
actual bike and the same brake unit used in the traveling test, as shown in Fig. 3. The frame was fixed to a pedestal and the
front wheel was in contact with a motor driven fly wheel. The oil pressure and the rotating speed were identical to the
traveling test, i.e., 1.5 MPa and at 2 rps, respectively. For both squeal and chatter, the vibration velocities of the disc and
spokes in the in-plane and out-of-plane directions of the disc were measured. These measurements were taken using a
non-contact approach employing two laser Doppler vibrometers, as shown in Fig. 3. Fig. 4 shows the frequency analyses of
the caliper accelerations in the out-of-plane direction for both squeal and chatter.
The relationship between pad temperature and the squeal and chatter frequencies is given in Fig. 5; the progress of the
experiments is also indicated. The black and white circles represent the squeal and chatter amplitudes, respectively. The
vibration amplitude is indicated by the radius of the circles. A difference of 25 dB between the maximum and minimum
amplitudes was observed. The results of the simulation tests are summarized as follows:

(1) Squeal occurred over a wide temperature range, i.e., ambient up to 300 1C. The vibration frequency remained constant
at approximately 1 kHz and was independent of the temperature of the disc. Immediately after the beginning of the
test, the caliper acceleration was at the highest level, and decreased as the temperature increased. The level increased
again when the temperature reached around 200 1C. Chatter was generated at high temperatures, i.e., 260–290 1C, and
the vibration frequency in the out-of-plane direction of the disc was constant at approximately 500 Hz.

Fig. 2. Bike disc brake system and sensor positions for measuring squeal.

Table 1
Specification of the disc brake system.

Disc Diameter 160 mm (outer diameter)

Thickness 2 mm
Material SUS420J2
Pad Size 37 mm  15 mm  4 mm
Caliper Piston size f 13.5 mm (leading side)
f 15.4 mm (trailing side)
Spoke Size 260 mm  f 2 mm
 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149 2141

Fig. 3. Bench test apparatus using an actual bike.

Fig. 4. Frequency analyses of out-of-plane vibration of caliper: (a) Squeal and (b) Chatter.

Fig. 5. Relationship between pad temperature and squeal and chatter frequency at 2 rps.

For the measurements herein, the frequency resolution of the FFT was 12.5 Hz and the squeal and chatter
frequencies remained constant within this resolution. The frequency ratio of squeal to chatter was constant at
exactly at 2:1. The spectrum of the chatter vibrations included the squeal frequency as a second-order harmonic
component.
(2) During braking, chatter could only be generated in the presence of squeal. Therefore, the chatter was generated
together with the squeal, and there were no cases in which chatter occurred alone.

The results obtained from the bench tests apparatus correlate closely with those of the traveling test [22].
2142 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149

Fig. 6. Out-of-plane coupled vibration modes at 2 rps in squeal and chatter.

3. Characteristics of squeal and chatter

The photos on the left Figs. 6(a) and (b) show the scanning laser Doppler vibrometer results for the out-of-plane
vibration velocity of the disc, caliper and front fork in squeal and chatter, respectively. The vibration modes in squeal and
chatter are fixed in space whilst the disc rotates. The small white, gray and black squares represent the measuring points;
the white and black squares represent the places at which the values of vibration velocity were large in the opposite
directions to each other. The vibration amplitude of the front fork is very small for both squeal and chatter. The maximum
velocity amplitudes of the disc in squeal and chatter were 103 mm s 1 at 1 kHz and 814 mm s 1 at 500 Hz, respectively.
The out-of-plane amplitude of the disc in chatter was much larger than that in squeal. The schematics on the right of
Figs. 6(a) and (b) depict the vibration modes of the disc in squeal and chatter. The position of the pad was a node for the
disc vibration and the number of nodal radii was odd for both squeal and chatter (7 and 5 respectively). These vibration
modes are present in coupled vibration of the combined disc, hub, caliper and spokes.

4. Influence of disc rotating speed on squeal and chatter generation

Fig. 7 shows the relationship between the rotating speed and the generation of squeal and chatter. Here, the oil pressure
was 1.5 MPa. Fig. 7(a) shows the relationship between the rotating speed and the out-of-plane acceleration amplitude of
the caliper in squeal (black circles) and chatter (white circles). Similarly, Fig. 7(b) shows the relationship between the
rotating speed and the squeal and chatter frequencies. The range of rotating speeds over which the black and white circles
appear represents the range over which chatter occurs. The diameter of each circle is related to the out-of-plane
acceleration amplitude of the caliper. Fig. 7(c) shows the temperature ranges of the pad in squeal and chatter. The dotted
line represents the temperature range over which the experiment extended. The solid line between the black circles
represents the temperature range over which squeal occurred. The solid line between the white circles represents the
temperature range over which chatter occurred. This experiment continued until the temperature reached about 300 1C.
For a rotating speed of 0.5 rps, the temperature did not increase beyond 220 1C. For rotating speeds of 1.5–4 rps, squeal
continued to occur even beyond 300 1C. In chatter, the temperature of the pad increased more slowly than in squeal
because the out-of-plane disc vibration amplitude of the disc in chatter was much larger than that in squeal.
The results obtained from Fig. 7 may be summarized as follows:

(1) Squeal occurred over the rotating speed range of 0.5–6 rps. However, both squeal and chatter occurred over the
rotating speed range of 1.5–3 rps; also, the caliper vibration amplitude was large over this range. The vibration
frequencies in squeal and chatter (approximately 1 kHz and 500 Hz, respectively) were unaffected by the pad
temperature or rotating speed, i.e., the squeal to chatter frequency ratio was constant at exactly 2:1.
(2) Chatter was generated only when squeal occurred. The chatter occurred over the narrow rotating speed range of
1.5–3 rps, and at over the pad temperature range 260–290 1C.

5. Influence of spoke tension upon squeal and chatter

The distribution of spoke tension was measured with a spoke tension meter. Also, the natural frequencies of each spoke
in the out-of-plane direction were measured by hammering each spoke in the lateral direction and using a laser Doppler
vibrometer. The circular graph in Fig. 8 shows an example of the measured tension distribution and natural frequencies for
each spoke, where the origin is located at the center of hub. In this figure, each spoke represents a radial axis coordinate
on the circular graph, where the scale is the same for both tension (N) and the first and second natural frequencies (Hz).
From the figure, it can be seen that the tensions of the spokes are not necessarily uniform. However, the average spoke
tension acting was around 900 N on the disc side and around 700 N on the non-disc side of the disc. Moreover, the second
natural frequencies of the spokes on the disc side and the non-disc side of the disc were around 900 Hz (near the squeal
frequency) and 800 Hz, respectively. The natural frequencies of spokes on the disc side are just a little higher than those on
 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149 2143

Fig. 7. Effect of disc rotating speed on squeal and chatter: (a) Relationship between rotating speed and out-of-plane vibration at the caliper,
(b) Relationship between rotating speed and squeal and chatter frequency and (c) Relationship between pad temperature and squeal/chatter generation.

Fig. 8. Tension distribution and out-of-plane natural frequencies of the spokes: (Units: N, Hz) (a) Disc side and (b) Non-disc side.

the non-disc side of the disc. In the experiment, the spoke tensions were kept as uniform as possible to ensure that the
squeal and chatter were related not only to the brake unit, but also to the other parts of the bike. The influence of the spoke
tension on the squeal and chatter was investigated by increasing and decreasing the spoke tensions uniformly.
2144 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149

Table 2
Relationship between spoke tension and squeal and chatter frequency.

Tension of spoke Frequency of squeal (Hz) Frequency of chatter (Hz) Temp. range of chatter (1C)

Very high 1040 –

High 1025 510 Near 270
Initial state 1000 500 260–290
Low 890 (weak) –
Very low – –

Symbol ‘‘–’’ means that neither squeal nor chatter was generated.

Fig. 9. Frequency analyses for wheel with short spokes: (a) Squeal and (b) Chatter.

The tension in each spoke was altered by one complete turn of the spoke screw which anchors the spoke to the rim.
Table 2 shows the qualitative relationship between spoke tension and squeal and chatter generation. The symbols ‘‘High’’
and ‘‘Low’’ denote increased and decreased tension, respectively. The results are summarized as follows:

(1) The squeal frequency changed as the spoke tension changed. That is, the squeal frequency correlated closely with the
spoke tension.
(2) No squeal occurred for very low spoke tension and chatter occurred only in a limited range of high tension in which
squeal also occurred.
(3) Squeal and chatter were related not only to the brake unit consisting of disc, caliper and pads, but also to the spoke tension.

A bench test was also conducted using a smaller size wheel. The spokes were 187 mm long, 73 mm shorter than used in
the initial bench tests. Fig. 9 shows the frequency analysis of the out-of-plane acceleration of the caliper in squeal and
chatter. The squeal frequency increased from 1 to 1.275 kHz. Chatter occurred slightly and only at a temperature of 350 1C.
The test results show that chatter was difficult to generate in this wheel. The results are summarized as follows:

(1) Squeal and chatter occurred independently of spoke length.

(2) The frequencies were independent of pad temperature.
(3) The spoke length strongly affected the generation of squeal and chatter because their frequencies vary with the wheel size.

6. Squeal and chatter generation mechanisms

6.1. Vibration characteristics and coupled natural frequencies of a brake system

In order to clarify the mechanism of self-excited vibration, it is very important to investigate the natural frequencies of
the system. One of the typical features of squeal and chatter is that the frequency is independent of pad temperature. In
understanding the generation mechanisms of squeal and chatter, a key factor is knowing the coupled natural frequency of
a brake system during braking. When the pad temperature increased to 400 1C during braking, the out-of-plane natural
frequencies of the disc itself and the out-of-plane coupled natural frequencies of the disc during braking were measured by
impact testing in the stationary state. Fig. 10(a) and (b) show the measured natural frequencies and coupled natural
frequencies without and with braking, respectively. The (m,n) mode in Fig. 10(a) represents the mode of disc itself with m
nodal diameters and n nodal circles. With increasing pad temperature, the out-of-plane natural frequencies of the disc
itself decreased. The temperature at the bottom of legs supporting the disc remained almost at ambient temperature. It
was also confirmed experimentally that the Vickers hardness at high temperature decreased to almost half of the ambient
value. Considering these experimental results, it is clear that the coupled natural frequencies of the disc with braking
decreased as the flexural rigidity of the disc decreased with increasing pad temperature. From Fig. 10(b), there are no out-
of-plane coupled natural frequencies of disc fixed at around 1 kHz which are independent of temperature. Fig. 11 shows
 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149 2145

Fig. 10. Natural frequencies with increasing temperature: (a) Without braking and (b) With braking.

Fig. 11. Coupled natural vibration modes of the disc at ambient temperature.

Fig. 12. In-plane coupled natural frequency of the disc: (a) 25 1C, (b) 150 1C, (c) 200 1C and (d) 300 1C.

the coupled natural vibration modes of the disc which correspond to the A to F modes in Fig. 10(b) at ambient temperature.
There are some modes with nodal radii of odd number, like the B, D and F modes in Fig. 11. The short thick lines indicated
in the disc represent the nodal radii.
Next, the relationship between the in-plane coupled natural frequencies of the disc and the pad temperature was
investigated. Fig. 12 shows the impact testing results in the in-plane direction of the disc for each pad temperature without
braking. It can be seen that an in-plane coupled natural frequency of 1 kHz exists, and that the frequency is consistent with
the squeal frequency and independent of temperature. Furthermore, since the vibration amplitudes on the outer
circumference of the disc in the rotational direction were all equal, the 1 kHz in-plane vibration mode of the disc at
ambient temperature corresponds to the rigid body vibration mode. There was also no phase difference between the disc
and hub in the rotational direction. This means that the 1 kHz squeal had a vibration mode in which the spokes acted as a
support element, and the disc and hub were both in torsional vibration around the rotating axle.

6.2. Vibration modes in squeal and chatter

Squeal and chatter were generated in the in-plane and the out-of-plane vibration mode of the disc, respectively. The
vibration modes in squeal and chatter of the main brake unit parts, i.e., the disc, caliper, hub and spokes, were measured
experimentally. Vibration of the caliper in the out-of-plane direction was measured simultaneously by accelerometers.
Fig. 13 shows the arrangement of the measuring equipment when the in-plane and out-of-plane vibrations of disc were
measured. In order to measure the in-plane vibration of the disc, a small reflective aluminum patch was attached on the
disc and one laser Doppler vibrometer (Laser A in Fig. 13) took measurements at that patch. The out-of-plane vibration of
the disc was measured simultaneously by another laser Doppler vibrometer (Laser B in Fig. 13) at the surface of the disc. In
order to measure the vibrations of the hub and a spoke in the in-plane and out-of-plane directions in squeal and chatter, a
2146 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149

Fig. 13. The arrangement of the measuring equipment.

Fig. 14. Vibration waveforms and frequency analyses in squeal: (a) Out-of-plane vibration of caliper, (b) Out-of-plane vibration of disc, In-plane vibration
of disc, (c) Out-of-plane vibration of hub, In-plane vibration of hub and (d) Out-of-plane vibration of spoke, In-plane vibration of spoke.

small reflective aluminum patch was also attached to both the hub and the spoke. The measurements were made over a
very short period of wheel rotation. In the experiment, it was confirmed that the squeal and chatter vibration frequency for
the caliper was the same with and without the aluminum patch. Figs. 14 and 15 show the vibration waveforms and
 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149 2147

Fig. 15. Vibration waveforms and frequency analyses in chatter: (a) Out-of-plane vibration of caliper, (b) Out-of-plane vibration of disc, In-plane
vibration of disc, (c) Out-of-plane vibration of hub, In-plane vibration of hub and (d) Out-of-plane vibration of spoke, In-plane vibration of spoke.

2
frequency analyses of coupled vibrations in squeal and chatter, respectively. The conditions used were: 1 V =316 m s for
the acceleration amplitude and 1 V =1 m s 1 for the velocity amplitude. Figs. 14 and 15 yield the following results:

(1) The squeal had a frequency of 1 kHz in all components and the in-plane vibration amplitude of the disc was much
larger than that in the out-of-plane direction.
(2) The chatter frequency was 500 Hz for the caliper, disc and hub in the out-of-plane direction of the disc and 1 kHz for the
disc and hub in the in-plane direction of the disc and in both directions for the spokes. Hence, for chatter, the frequency of
the disc and hub vibration in the in-plane direction was different from that in the out-of-plane direction. The out-of-
plane vibration amplitude of the disc was much larger than the in-plane vibration amplitude. This was one of the
characteristics of chatter. By measuring simultaneously the amplitudes and frequencies of both the in-plane and the out-
of-plane vibrations by using two laser Doppler vibrometers, it was possible to easily distinguish chatter from squeal.

6.3. Frictional characteristics between disc and pad

There are many differences between car and bike disc brake systems. For instance, car brake discs are much thicker than
bike brake discs. Consequently, the disc temperature in braking does not increase as much. Additionally, car brake discs are
not supported by spokes and the squeal of car disc brakes is caused by the coupled out-of-plane vibration modes among
the disc, pad and caliper due to Coulomb friction. As a result, it did not prove necessary that the frictional characteristics
between pad and disc possessed a so called the negative slope [23] with respect to the relative velocity between disc and
2148 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149

Fig. 16. Bench test apparatus isolating the brake unit.

Fig. 17. Relationships between circumferential disc speed, temperature and coefficient of friction.

pad. There have been many experimental and analytical investigations of car disc brake squeal from the view point
mentioned above. However, the mechanism of squeal generated in bike disc brakes is different from that in car disc brakes
because of the thin disc.
If the in-plane vibration of the disc occurs mainly in squeal, it seems probable that the frictional characteristic between
disc and pad is that of dry friction with a negative slope with respect to the relative velocity between disc and pad. In order
to confirm this, the frictional torque was measured over increasing temperature at several constant rotating speeds and at
an oil pressure of 1.5 MPa. This was done using another bench test apparatus composed of only the brake unit, i.e., the disc,
caliper and pads as shown in Fig. 16. Here, the frictional torque was measured in the absence of squeal. Fig. 17 shows the
relationships between the disc rotating speed, pad temperature, and coefficient of friction. From Fig. 17, the following
results are obtained:

(1) The maximum coefficient of friction occurred at 125 1C, and the average value was about 0.5.
(2) There were ranges of temperature and rotating speed in which the frictional characteristic had a negative slope with
respect to the actual relative velocity.

6.4. Summary of squeal and chatter generation mechanisms

Squeal is a frictional self-excited vibration caused by dry friction having a negative slope with respect to the relative
velocity. The disc and hub, supported by the spokes, exhibited rigid body torsional vibration around the axle with a
frequency of approximately 1 kHz, also the frequency was independent of temperature. On the other hand, when the pad
temperature rose to about 260–290 1C, one of the natural frequencies of the out-of-plane vibration modes of the disc
became half of the 1 kHz squeal frequency. The self-exited vibration system of the brakes is nonlinear so the chatter
frequency (500 Hz) may be a half multiple of the squeal frequency (1 kHz) under some temperature conditions. The ratio of
 T. Nakae et al. / Journal of Sound and Vibration 330 (2011) 2138–2149 2149

the squeal frequency of the in-plane vibration mode to the natural frequency of the out-of-plane vibration mode of the disc
was thus fixed exactly at 2:1. This is because the in-plane vibration of the disc in squeal and the out-of-plane vibration
of the disc due to Coulomb friction were superimposed through the internal resonance relationship with the increasing
disc temperature during braking. This situation leads to very heavy vibration, that is, chatter in both the in-plane and the
out-of-plane directions of the disc.

7. Conclusions

This paper deals with the squeal and chatter phenomena generated in mountain bike disc brakes. There are two kinds of
frictional self-excited vibrations in the bike disc brakes, called squeal and chatter. A bench test was performed using an
actual bike in order to clarify the generation mechanisms of squeal and chatter. The results obtained are summarized as
follows:

(1) The squeal and chatter frequencies show no numerical change within the FFT frequency resolution even for increasing
pad temperature. Squeal is caused by in-plane vibration in the direction of the disc surface due to the frictional
characteristics having a negative slope with respect to the relative velocity. The out-of-plane vibration amplitude of the
disc is very large in chatter.
(2) The in-plane squeal mode exists over a wide range of pad temperatures. Chatter is generated only in the high
temperature range. The natural frequencies of the out-of-plane modes of the disc decrease with increasing pad
temperature. When the frequency ratio of the squeal to a certain out-of-plane mode of the disc reaches about 2:1 at
high temperature, chatter occurs. The chatter vibration is generated in both the in-plane and out-of-plane directions of
the disc simultaneously through internal resonance relationships and is evidence that the phenomenon is nonlinear.
(3) Squeal and chatter are related not only to the brake unit, but also to the spokes and the hub.

References

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[3] R.A.C. Fosberry, Z. Holubecki, An investigation of the cause and the nature of the brake squeal, Report no. 1957/2 of MIRA, 1957.
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