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Dynamic Analysis of Dry

Frictional Disc Brake System
Based on the Rigid-Flexible
Coupled Model

ARTICLE in INTERNATIONAL JOURNAL OF APPLIED MECHANICS · JUNE 2015

Impact Factor: 1.62 · DOI: 10.1142/S1758825115500441

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Qian Ding
Tianjin University
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International Journal of Applied Mechanics

Vol. 7, No. 3 (2015) 1550044 (21 pages)

c Imperial College Press
DOI: 10.1142/S1758825115500441

Dynamic Analysis of Dry Frictional Disc Brake System

Based on the Rigid-Flexible Coupled Model

Yini Zhao
Department of Mechanics, Tianjin University
Weijin Road 92, Nankai District of Tianjin
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Tianjin 300072, People’s Republic of China

zyn129@yeah.net
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Qian Ding
Tianjin Key Laboratory of Nonlinear Dynamics and Chaos Control
Tianjin University, Tianjin 300072, People’s Republic of China
qding@tju.edu.cn

Received 15 October 2014

Revised 17 March 2015
Accepted 18 March 2015
Published 19 June 2015

A rigid-flexible coupled dynamic model is established to investigate the dynamic behav-

iors of a disc brake system. The analytical model of the pad includes transverse and
circumferential displacements. The disc is modeled using the thin plate theory. A gov-
erning equation of the motion of the disc is established. Then the first-order vibration
equation is obtained using Galerkin method, considering only the transverse displace-
ment. The friction between the pad and disk among the contacting area is estimated
using an exponential model, in which the Stribeck effect is included. Numerical method
is applied to reveal the influences of coupling dynamical relationships between the pad
and disc on the whole system. The results show that with the variation of disc annular
speed, the pad keeps vibrating with small amplitude due to the sustaining variation of
the contacting pressure and friction. Stick-slip flutter happens as the velocity is lower
than a critical speed and strong movement coupling between elements of the system
brings earlier occurrence of the frictional flutter. Besides, for strong movement coupling
case, before the critical speed, there are intermittent frequency ranges among which the
amplitude is quite higher, which is due to a redistribution of friction and contacting
pressure.

Keywords: Rigid-flexible coupling; stick-slip flutter; internal resonance.

1. Introduction
Brake noise is a common problem encountered in road vehicle braking systems, rail-
way brakes, aircraft braking systems, etc. [Bernardo, 2003]. It remains an elusive
problem in the automotive industry. Since the early 20th century, many investiga-
tions have been carried out for solving the problem with analytical, computational
and experimental techniques [Kinkaid et al., 2003]. Whereas there is no perfect

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Y. Zhao & Q. Ding

method yet to completely suppress disc brake noise. One of the reasons may be
that modeling a disc brake system for vibration analysis is a complicated task for
the fact that the brake disk is rotating and the pads are fixed. Analyzing models
often display great diversity. The models include the beam model [Hulten et al.,
1999], the plate models [Ouyang et al., 2001] and the finite element model [Baba
et al., 2001]. Meanwhile, a number of theories have been proposed to explain the
mechanism of brake noise. One of the general theories attributed the noise to the
complex vibrations occurring in a disc brake system resulted from the nonlinear
contact forces between sliding surfaces. The friction force depends on nonlinearly
on relative velocity and normal load. Early researches focused on the self-excited
vibration theory featuring dry frictional stick-slip and unstable structural vibration
theory. Stick-slip refers to a fluctuation of friction force or sliding velocity with time
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or sliding distance changing. During the process of stick-slip, the relation curve
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between friction force and time is serrated. In the researches of stick-slip mecha-
nism, the model of rigid body- rigid transmission belt has been widely used and
the selection of nonlinear frictional model is various, which neglects the effect of
disc flexible deformation. Stribeck model with the friction coefficient of nonsmooth
and piecewise nonlinear was adopted by Qibo et al. [2011]. Based on this model,
they established a dynamic model of two degrees-of-freedom to analyze the system
stability and determine the critical speed.
Various numerical and analytical methods, such as the point (cell) mapping
[Zhang Kunpeng, 2009], reconstruction of phase space, averaging method, har-
monic balance method [Wei, 2014] and Lyapunov index [Hu et al., 2013] have been
adopted to investigate the frictional motion, such as the periodical stick-slip, quasi-
periodical, stick-slip and chaotic motions. The complicate dynamical behaviors also
include the phenomena of amplitude jump or delay, frequency locking, saddle-node
bifurcation, tangential bifurcation and C-bifurcation unique in nonsmooth system,
border collision and other bifurcations characterized with multiplier jump [Kanga
et al., 2009]. However, although the classical model reduces the degrees-of-freedom
and makes it easy for analyzing, the flexible deformations of brake rotor should not
be ignored for more accurate evaluation. The thin plate theory should be employed
to account for the effects of plate transverse vibration on the whole brake system.
The researches on structural instability vibration mechanism have been carried
out by extensive computations, which reveal that the local contact between pad
and disc results asymmetry of the vibrating disc [Gianninia et al., 2008]. More-
over, depending on the length of the pad compared with the wavelength of the disc
mode, three kinds of squeal instability may occur during experiments: the sine mode
squeal, the cosine mode squeal and the rotating squeal, and the latter is charac-
terized by nodal diameters rotating during a squeal cycle. It was also pointed out
by Hochlenert and Hagedorn [2006] that friction and structural nonlinear coupling
transfer the rotational energy of the disc to the vibration in transverse direction,
which increases the screaming energy. From analyses of the experimental noise and
vibration signals, Jia and Ding [2012] found that howling noise during braking is

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Dynamic Analysis of Dry Frictional Disc Brake System

caused by high-frequency self-excited vibration of the plate. With the decrease of

relative sliding velocity, frictional force is increased and the energy of self-excited
vibration is transferred to higher order modes. As a result, the braking noise becomes
sharper.
If the internal resonant conditions exist, the coupling relationship between the
moving parts of a nonlinear system makes it easier to transfer energy from one part
to the others. So the internal resonance condition/relationship has a great influence
on the dynamic behaviors of the whole system. Huang [Yi et al., 2008] investigated
dynamic behaviors of a double rigid bodies-transmission belt system with of internal
and noninternal resonances. Under the condition of internal resonance, the forms of
dry frictional self-excited vibrations are more complex, including poly-cyclic move-
ment and chaotic movement.
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The present work considers the interaction of a disc brake with its pad under
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different coupling relationships, i.e., internal resonant conditions, including 1:1, 1:2,
1:3 internal resonances and noninternal resonance. The analytical model of the pad
includes transverse (out of plane) and circumferential (in-plane) displacements. The
disc is modeled using the thin plate theory and corresponding controlling equation
of the continuum disc model is established. Then the first-order vibration equation is
obtained using Galerkin method, only the transverse (out of plane) displacement is
considered. The friction between the pad and disk among the contacting area is esti-
mated using an exponential model, in which the Stribeck effect is included. Typical
bifurcation diagrams, time history records, phase portraits and amplitude-frequency
spectra are obtained to reveal the influences of movement coupling between elements
of the braking system on the dynamic behaviors of the whole system.
The physical meanings of the symbols and values of the parameters are shown
in Table 1.

2. The Dynamic Model

2.1. The dynamic model of disc brake system
Consider a braking system consisting of a uniform disc and a pad schematically
shown in Figs. 1 and 2. During braking process, the fan-shaped pad of thickness q,
subtended angle ψ, inner radius ra , and outer radius rb , presses on one side of the
disc. For simplicity, the pad is assumed as a rigid body and its analytical model
includes circumferential/tangential displacement (in plane) x, transverse/normal
displacement y, and rotational motion ϕ in Cartesian coordinate. The connecting
stiffness between the pad and vehicle in tangential, normal and torsional directions
are kx , ky and ks , respectively. The corresponding connecting damping coefficients
in tangential and rotational directions are cx , cs . The normal damping coefficient of
the pad is cy . The axi-symmetric disc is assumed moderately thin with thickness h
and radius r = b, and is clamped at the inner radius, r = a. If the deformation is
not considered, the disc can be simplified as a rigid body and the rigid transmission

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Table 1. Physical meaning of the symbols and values of the parameters.

Symbol Physical meaning Parameter value

x/y/ϕ Tangential/normal/rotational displacement of friction block
wd Transverse displacement of friction disc
kx /ky Tangent/normal connection stiffness between the friction block 63 N/m
and the fuselage
ks Rotational connection stiffness between the friction block and the 63 N/m/rad
fuselage
cx /cy Tangential/normal damping coefficient of friction block 0.1 N · s/m
cs Rotational damping coefficient of friction block 0.1 N · m · s/rad
c Transverse damping coefficient of friction block 0.1 N · s/m
kt1 /kt2 Tangential contact stiffness between block and disc 36 N/m
ken Normal contact stiffness between block and disc 81 N/m
m Quality of the friction block 9 kg
I Rotary inertia of friction block 25 kg · m2
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ρ The material density of friction disc 7.8 × 103 kg/m3

E Young’s modulus of friction disc 316.27 MPa
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υ Poisson’s ratio of disc 0.3

h/q Thickness of friction disc/block 0.0015 m/0.06 m
Ω Angular speed of disc
v Tangential velocity of disc
fs /fc Static/Coulomb friction coefficient 0.4/0.3
ra /rb Inner/outer radius of fan-shaped contact area between disc and 0.01 m/0.21 m
block
a/b The inner/outer radius of disc 0.02 m/0.21 m
ψ The central angle of contact area between disc and block 2/3π rad/s

belt model is adopted. In the present work, influence of the transverse deflection of
disc on the friction flutter of the braking system will be investigated. Let ρ, E and
υ denote the disc density, Young’s modulus and Poisson’s ratio, respectively. The
transverse displacement of a point on the disc is described as wd (r, θ, t).
The contacting area between disc and pad, the shaded part as shown in Fig. 2,
is As . The contacting stiffness include a distributed normal stiffness ken /As , and
tangential stiffness kt1 and kt2 . The vibrations of the disc and pad influence with
each other through the frictional contact. As the disc rotates at a constant angular
speed Ω, the governing equations of motion of the pad and disc are deduced as,


 mẍ + kx x + Cx ẋ + kt2 (x − F/kt1 )sgn(v − ẋ) cos θ − kAens P sin ϕ = 0

mÿ + ky y + Cy ẏ + kt2 (x − F/kt1 )sgn(v − ẋ) sin θ + kAens P cos ϕ = 0 (2.1)



I ϕ̈ + Cs ϕ̇ + ks ϕ + kt2 (x − F/kt1 ) × q/2 = 0
and
 
∂ 2 wd 4 ∂w ∂ 2 wd 2
2 ∂ wd ∂wd
ρh + D∇ wd + c + ρh 2Ω + Ω + Ω̇
∂2t ∂t ∂t∂θ ∂θ2 ∂θ
Ken
= −H(r)H(θ) (wd − y − s · θ · tan ϕ)
As
Ken ∂wd
− H(r)H(θ) · µ · · (y0 − y − s · θ · tan ϕ + wd ) sgn(v − ẋ) (2.2)
As r∂θ

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Dynamic Analysis of Dry Frictional Disc Brake System

Frictional Disc

Pad

α
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y Cy Ky

Cx
φ

Kx

Ken
Kt1
Kt2

Fig. 1. Schematic diagram of the disc brake system.

respectively. Here F and P are the friction force and normal contact pressure
between disc and pad within the contacting area A,

ken
F =u (wd − y − sθ tan ϕ)rdrdθ (2.3)
A As

P = (y + sθ tan ϕ − wd (r, θ, t))rdrdθ. (2.4)
A
Due to the interaction between the disc and pad, the governing equations of the
braking system are composed of differential–integral equation and differential equa-
tion. Galerkin method is applied to discretize equation (2) before numerically cal-
culation and analyses.

2.2. Frictional model

Generally, the friction coefficient depending on the relative velocity is nonlinear. An
exponential model including Stribeck effect is widely used. Stribeck effect is that
once overcoming static friction, the friction decreases with the increasing of velocity
at first, then it starts to increase, which is also called negative slope phenomenon
[Qian et al., 2013].

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Frictional Disc

Pad

α
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y Cy Ky

Cx
φ

Kx

Ken
Kt1
Kt2

Fig. 2. Rigid body model of pad with three degrees of freedom.

fs
fc

-fc
-fs

Fig. 3. Static friction+ Coulomb friction+ Stribeck effect.

For the present study, the following expression is adopted:

f (v) = fc + (fs − fc )e−(v/vs )δ (2.5)
where fs is the maximum static friction force, vs is a stribeck speed, vs and δ are
empirical parameters (usually equals 1 or 2). Corresponding relationship is shown
in Fig. 3. The model (5) is also known as Tusin model when δ = 1 and Gauss index
model when δ = 2, respectively [Lilan et al., 2008].

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Dynamic Analysis of Dry Frictional Disc Brake System

3. Gelarkin Method
3.1. Mode function
Equations (1) and (2) determine the coupling motion of the disc-pads system. The
partial differential equations of the disc will be discretized using Gelarkin method.
During braking process, the pad moves circumferentially along the disc relatively.
So the modes with zero nodal circles and one nodal diameter are considered for the
disc. The transverse displacement can be approximated by the trial function

wd (r, θ, t) = R(r)(F (t) cos θ + M (t) sin θ)(0 ≤ θ ≤ π) (3.1)

where F (t) and M (t) represent the vibration characteristics along the circumferen-
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tial direction. R(r) is the mode shape in radial vibration which must satisfy both
the geometric and natural boundary conditions.
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R(r) can be expressed as

R(r) = AJn (kr) + BYn (kr) + CIn (kr) + DKn (kr) (3.2)

where Jn (kr) and Yn (kr) are the ordinary Bessel functions of the first and second
kinds. In (kr) and Kn (kr) are the modified Bessel functions of the first and second
kinds [Nizhenhua, 1993]. n is the number of nodal diameters on a vibrating disc and
is referred as the mode number. K is the eigenvalue of the Bessel function which
can be obtained from the boundary condition. The disc boundary conditions are
 
∂w  1 ∂Mr,θ 
w|r=a = 0, = 0, Mr |r=b = 0, Qr + = 0.
∂r r=a r ∂θ r=b
The above conditions indicate that the disc is clamped at the inner radius of
r = a and both of its displacement and angle displacement are zero. Whereas it is
free at the outer radius of r = b and both of its shear force and bending moment
are 0. Substitute (6) into the above formula results,

dR(r) 
R(r)|r=a = 0, =0
dr r=a
2  
 3

d R υ dR R  d R 1 d2 R υ − 2 1 − υ 
+ −  = 0, + + 2 + 3 R  = 0.
dr2 r dr r r=b dr3 r dr2 r r r=b
(3.3)

Substituting (8) into (9) will obtain a homogenous equations. If the homogenous
equations have nonzero solutions, the determinant of the coefficients must be zero.
Under this condition, numerous values of k would be obtained. Take k = 4.7068 as
trail. Substitute it into the equations of boundary conditions, one gets,

R(r) = mJ1 (4.7068r) + 0.5738mY1(4.7068r)

+ 0.3225mI1(4.7068r) + 0.3718mK1(4.7068r)

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3.2. The discretization of the equations

The weighting function corresponding to (6) is

w(r, θ, t) = R(r)(F (t) cos θ + M (t) sin θ). (3.4)

Substitute (6) into (2) and multiply the weighted function on both sides of the
equation. Then, integrate it from 0 to 2π in θ and a to b in r. By utilizing the
orthogonality of trigonometric functions, the equations can be sorted according
to F and M . Due to the arbitrary of F and M , all coefficients must be zero to
maintain the equations’ equality. Then ordinary differential equations describing
the circumferential vibration are obtained as,
cg1 F̈ + cg2 Ḟ + cg3 F + cg4 Ṁ + cg5 M + cg6 F M + cg7 = 0 (3.5)
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cg8 M̈ + cg9 Ṁ + cg10 M + cg11 Ḟ + cg12 F + cg13 (M 2 − F 2 ) + cg14 = 0 (3.6)

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The coefficients, cg1 to cg14 , are listed in Appendix.

4. Numerical Analysis
4.1. Bifurcation diagrams
In the present work, we suppose the natural frequencies of the pad movement x and
the disc first-order transverse movement satisfy 1:1, 1:2 and 1:3 internal resonant and
noninternal resonant conditions, respectively. Under internal resonant conditions,
the strong coupling relationship existing in the multi-degrees of freedom system has
a great influence on the overall dynamic behaviors.3 For the case without contact,
the natural frequencies of the pad in x, y and φ directions are respectively 3.3, 4
and 1.59 rad/s (i.e. 0.53, 0.64, 0.25 Hz). By altering the values of elastic modulus
E, the first-order transverse vibration frequency of disc changes and can satisfy the
internal/noninternal resonances with the tangential vibration frequency of the pad.
The dynamic behaviors of the system are revealed by numerically integrating
Eqs. (1), (9) and (10) using Runge–Kutta method. Typical bifurcation diagrams
of vibrations of the disc and pad with the variation of bifurcation parameter Ω,
under 1:1, 1:2 and 1:3 internal resonances and noninternal resonance, are shown
in Figs. 4–7. In the following, only the tangential vibration x of the pad and the
disc transverse vibration (symmetric mode) are provided directions, as shown in
Figs. 4–7. The disc angular velocity Ω is taken as the varying bifurcation parame-
ter. During braking process, the disc angular velocity keeps decreasing, thus Ω is set
to vary from 3.5 rad/s to 0 rad/s (terminates at 0.00001 rad/s actually). The maxi-
mum displacements corresponding to 0 velocities are recorded to show bifurcation
procedures.
With the variation of Ω, one finds from Figs. 4–7 that the pad always keeps
vibrating with small amplitude, which corresponding to the static-equilibrium
state obtained in rigid transmission belt model. This non-stationary case may be

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Dynamic Analysis of Dry Frictional Disc Brake System

(a)
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(b)
Fig. 4. Bifurcation diagrams of the system under 1:1 internal resonance (a) x vibration of pad
and (b) transverse vibration of disc.

attributed to sustaining variation of the contacting pressure and friction, resulted

from the disc transverse deflection. For all cases, no matter the internal or nonin-
ternal resonances, the vibration amplitudes of both disc and pad increase with the
decrease of Ω. When Ω is reduced below a critical speed, the vibrations turn to be
intensive and unstable suddenly, which indicates the occurrence of frictional flutter
or stick-slip. It notes that the internal resonances can influence the critical speed.
To be specific, the critical speed is about 0.055 rad/s for 1:1 and 1:2 internal res-
onances, 0.005 rad/s for 1:3 internal resonance and 0.0001 rad/s for nonresonance,
respectively, as shown in Figs. 4–7. Obviously, one concludes that strong movement
coupling between elements of the braking system brings earlier occurrence of the
frictional flutter.

4.2. Quasi-periodical vibration windows

As shown in Figs. 4 and 5, one notes that before the critical speed, there are two
or one frequency ranges among which the system with 1:1 and 1:2 internal resonant

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(a)
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(b)
Fig. 5. Bifurcation diagrams of the system under 1:2 internal resonance (a) x vibration of pad
and (b) transverse vibration of disc.

Fig. 6. Bifurcation diagrams of the system under1:3 internal resonance.

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(a)
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(b)
Fig. 7. Bifurcation diagrams of the system under noninternal resonance (a) x vibration of pad
and (b) transverse vibration of disc.

conditions is likely in resonance and the vibration amplitude is much or quite higher.
Typical diagrams of time histories, phase portraits and frequency spectra of the pad
vibration in x direction, and the right graph belong to the disc transverse vibration
are provided to reveal the dynamical behavior of the resonance-like vibration, as
illustrated in Figs. 8 and 9. Motions of x (left column) and symmetric mode of the
disc transverse vibration (right column) at Ω = 3, 2.5 and 2 rad/s for 1:1 internal
resonance are illustrated in Figs. 8(a)–8(c). From Figs. 8(a) and 8(c), one finds
that when Ω = 3 and 2 rad/s, the amplitude of pad in x direction are 1 × 10−7 m
and 2.5 × 10−7 m, and the disc transverse vibration are 2.5 × 10−5 m and 2.8 ×
10−5 m, respectively. However, in Fig. 8(b), it can be observed that amplitude of x
at Ω = 2.5 rad/s is nearly 2 × 10−4 m, which is several orders of magnitude greater
than that at Ω = 2 and 3 rad/s. The above amplitude changes coincide with the
system bifurcation diagrams shown in Fig. 4. The amplitude–frequency diagrams
showed in Figs. 8(a)–8(c) exhibit multi-frequency components due to the existence

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Y. Zhao & Q. Ding

of parametric terms in the equations of the motion. When Ω = 3 and 2 rad/s, for
both of the disc and pad, the dominant frequency f = 1 − 1.2 Hz, which is quite
different from the system’s natural frequencies, and there is a side component of
lower amplitude at f = 0.2 Hz, which is close to the pad’s natural frequency in
ϕ-direction. This indicates that resonance is not generated and accords with the
relative low amplitude observed in Figs. 4 and 8. The dominant one may be the
combination of different natural modes of the system. At Ω = 2.5 rad/s, there is a
peak at f = 0.25 Hz which coincides with the pad rotational natural frequency. This
explains why large amplitude is generated. In addition, there are side components
of relative lower amplitude at f = 0.5 and 1.06 Hz. The frequency f = 0.5 Hz
is close to the pad’s natural frequency in x direction. Except for the speed area
around Ω = 2.5 rad/s, similar frequency ranges of large amplitude also exist near
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Ω = 0.7 rad/s. For 1:2 internal resonance, similar phenomena also appear as shown
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in Figs. 9(a)–9(c). Lager amplitude vibration of the pad appears with dominant
frequency of f = 0.5 − 0.7 Hz, close to the pad natural frequencies in x and y-
directions. For the disc, the above peak is relatively high, but the dominant one is
f = 1.5 Hz, which may be the combination of different modes of the system.
The frequency ranges of large amplitude vibration are known as windows of the
quasi-periodic vibration, because the two main frequencies are irreducible.

-7 -5
x 10 x 10
1.5 2.5

2
transverse vibration of disc/m

1
1.5
x displacement/m

1
0.5
0.5

0 0

-0.5
-0.5
-1

-1.5
-1
-2

-1.5 -2.5
1.2545 1.255 1.2555 1.256 1.2565 1.245 1.2455 1.246 1.2465 1.247 1.2475 1.248
4
time/s x 10 time/s x 10
4

-8
x 10 -7
x 10
9
1.6
8
transverse amplitude of disc/Hz

1.4
7
1.2
x amplitude/m

6
1
5
0.8
4

0.6
3

2 0.4

1 0.2

0 0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 0 0.5 1 1.5 2
frequency/Hz frequency/Hz

(1) Ω=3 rad/s

(a)
Fig. 8. Dynamic responses and phase diagrams of 1:1 internal resonance (left is the x vibration
of pad, right is the disc vibration).

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Dynamic Analysis of Dry Frictional Disc Brake System

-4
-4
x 10 x 10
2 3

transverse displacement of disc/m

1.5
2
1
x displacement/m

1
0.5

0 0

-0.5
-1
-1
-2
-1.5

-2 -3
1.244 1.246 1.248 1.25 1.252 1.254 1.244 1.246 1.248 1.25 1.252 1.254
4
time/s x 10 time/s 4
x 10

-4 -4
x 10 x 10
1.8
1.2
1.6

1 transverse amplitude of disc/m 1.4

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x amplitude/m

1.2
0.8
1
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0.6 0.8

0.6
0.4
0.4
0.2
0.2

0 0
0 0.5 1 1.5 2 0 0.5 1 1.5 2
frequency/Hz frequency/Hz

(2) Ω=2.5 rad/s

(b)

-7
x 10 -5
2.5 x 10
3
transverse displacement of disc/m

1.5 2
x displacement/m

1
1
0.5

0 0
-0.5
-1
-1

-1.5
-2
-2

-2.5 -3
1.244 1.2445 1.245 1.2455 1.246 1.2442 1.2444 1.2446 1.2448 1.245 1.2452 1.2454 1.2456 1.2458 1.246
4 4
time/s x 10 time/s x 10

-7 -7
x 10 x 10
1.8 2
transverse amplitude of disc/m

1.6

1.4 1.5
x amplitude/m

1.2

1
1
0.8

0.6
0.5
0.4

0.2

0 0
0 0.5 1 1.5 2 0 0.5 1 1.5 2
frequency/Hz frequency/Hz

(3) Ω=2 rad/s

(c)
Fig. 8. (Continued )

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-8 -5
x 10 x 10
4 2.5

transverse displacement of disc/m

2
3
1.5
2
x displacement/m

1
1 0.5

0 0

-0.5
-1
-1
-2
-1.5
-3
-2

-4 -2.5
1.2445 1.245 1.2455 1.246 1.25421.25441.2546 1.2548 1.255 1.25521.2554 1.25561.2558 1.256
4 4
time/s x 10 time /s x 10
-5
-8 x 10
x 10
1.6

transverse amplitude of disc/m

2.5
1.4

2 1.2
Int. J. Appl. Mechanics 2015.07. Downloaded from www.worldscientific.com

x amplitude/m

1
1.5
0.8
by TIANJIN UNIVERSITY on 12/19/15. For personal use only.

1 0.6

0.4
0.5
0.2

0 0
0 0.5 1 1.5 2 2.5 3 0 0.5 1 1.5 2 2.5 3
frequency/Hz frequency/Hz

(1) Ω=3.3 rad/s

(a)

-7
x 10 x 10
-5
3 3
transverse displacement of disc/m

2 2
x displacement/m

1 1

0 0

-1 -1

-2 -2

-3 -3
7515 7520 7525 7530 7535 7515 7520 7525 7530 7535
time/s time/s

-7
x 10
-5
x 10
2
3
1.8
transverse amplitude of disc/m

2.5 1.6
x amplitude/m

1.4
2
1.2

1.5 1

0.8
1
0.6

0.4
0.5
0.2
0 0
0 0.5 1 1.5 2 0 0.5 1 1.5 2
frequency /Hz frequency/Hz

(2) Ω=2.63 rad/s

(b)
Fig. 9. Dynamic responses of the system with 1:2 internal resonance: time histories, spectra and
phase diagrams (left is the x vibration of pad, right is the disc vibration).

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Dynamic Analysis of Dry Frictional Disc Brake System

-8 -5
x 10 x 10
6 3

transverse displacement of disc/m

4 2
x displacement/m

2 1

0 0

-2 -1

-4 -2

-3
7528 7530 7532 7534 7536 7538 7515 7520 7525 7530
time/s time/s

-7
x 10 -5
x 10
1.8
3

transverse amplitude of disc/m

1.6
2.5 1.4
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x amplitude/m

2 1.2

1
1.5
0.8
by TIANJIN UNIVERSITY on 12/19/15. For personal use only.

1 0.6

0.4
0.5
0.2

0 0
0 0.5 1 1.5 2 0 0.5 1 1.5 2
frequency/Hz frequency/Hz

(3) Ω=2.4 rad/s

(c)
Fig. 9. (Continued )

The above phenomena indicate that during a braking process, the frequency con-
tent of the response is changing with time and large-amplitude vibration is generated
intermittently when the frequency of response is close to the natural frequency of
system. In other words, brake noise can be triggered intermittently before a stick-
slip flutter occurs. This may be attributed to a redistribution of friction force and
normal contacting pressure due to the variation of friction coefficient resulting from
a variation in the relative velocity. It creates favorable conditions to excite one or
more modes of the system components. With the enhancement of vibrating energy
due to the strong coupling relationships in the system, once the modes are excited
and friction continues to supply energy to the system, large-amplitude vibration
takes place. The apparent repeatable and intermittent vibrations are also observed
in corresponding laboratory tests.
As for 1:3 internal resonance and noninternal resonance which is illustrated in
Figs. 6 and 7, amplitude will not increase intensively until flutter occurs. Though
the variation of friction coefficient redistributes the frictional force and normal con-
tacting pressure, the lack of coupling relationship makes it difficult to excite the
natural modes of the disc and pad.

4.3. Friction flutter

Frictional flutter vibration happens as the critical speed of flutter is gotten cross
during deceleration. Typical behavior of the frictional flutter for the braking system

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-3
x 10
6 0.01

4
0.005
x displacement/m

x velocity/m/s
0

-0.005
-2

-0.01
-4

-6 -0.015
1.14 1.16 1.18 1.2 1.22 1.24 -5 0 5
4 -3
time/s x 10 x displacement/m x 10

-4 -4
x 10 x 10
3
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1.5
ϕ angular velocity/rad/s

1 2
by TIANJIN UNIVERSITY on 12/19/15. For personal use only.

ϕ displacement/rad

0.5 1

0 0

-0.5 -1

-1 -2

-1.5 -3
1.14 1.16 1.18 1.2 1.22 1.24 -1.5 -1 -0.5 0 0.5 1 1.5
4 -4
time/s x 10 displacement/rad x 10

-3
x 10

2.5

2
x amplitude/m

1.5

0.5

0
0 0.5 1 1.5 2
frequency/Hz

Fig. 10. Frictional flutter of the brake with 1:2 internal resonance (Ω = 0.003 rad/s).

with internal resonant condition will be analyzed in the following, taking 1:2 internal
resonance as an example with the critical speed Ω = 0.055 rad/s, shown in Fig. 5.
The bifurcation diagrams illustrate that the frictional flutter is a kind of complex
motion. Compared to the nonflutter motion, amplitudes of the flutter motion, both
x and symmetric mode of the disc transverse vibration increase intensively. Cor-
responding time history records, phase portraits and amplitude–frequency graphs
are shown in Fig. 10. The phase portrait of the pad frictional flutter indicates
the obvious characteristic of stick-slip. Compared to the nonflutter motion, the

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Dynamic Analysis of Dry Frictional Disc Brake System

-6 -6
x 10 x 10
1.5 3

2
1
1
x displacement/m

0.5

x velocity/m/s
0

0 -1

-2
-0.5
-3
-1
-4

-1.5 -5
5500 6000 6500 7000 7500 -1.5 -1 -0.5 0 0.5 1 1.5
-6
time/s x displacement/m x 10

-7
x 10 -7
1 x 10
1
Int. J. Appl. Mechanics 2015.07. Downloaded from www.worldscientific.com

ϕ angular velocity/rad/s
ϕ displacement/rad

0.5
by TIANJIN UNIVERSITY on 12/19/15. For personal use only.

0.5

0 0

-0.5 -0.5

-1 -1
5500 6000 6500 7000 7500 -5 0 5
time/s displacement/rad x 10
-8

-8
x 10 -5
1.5 x 10
3
transverse displacement of disc/m

1
2
y displacement/m

0.5
1

0 0

-0.5 -1

-1 -2

-3
7300 7302 7304 7306 7308 7310 7300 7305 7310 7315 7320
time/s time/s

Fig. 11. Frictional flutter of the brake with noninternal resonance (Ω = 0.0001 rad/s).

displacement in x-direction jumps frequently in time history. Meanwhile, there is

chaotic motion in ϕ direction as well as quasi-periodic motion in other directions.
Corresponding amplitude–frequency graphs exhibit complex frequency components,
verifying above phenomena. The peaks are mainly concentrated in the frequency
area of f = 0.2 − 1 Hz, which is close to the natural frequencies of pad in x, y and
ϕ directions (0.53, 0.64, 0.25 Hz) and disc transverse natural frequency (1.06 Hz).
There are similar complex dynamic phenomena under 1:1 and 1:3 internal resonant
conditions. Overall, during the flutter stage, the system motion types are various
and complex. The intensive flutter and stick-slip motion can be attributed to the

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Y. Zhao & Q. Ding

negative slop effect in the friction model as well as the strong coupling relationships
between different natural modes of the system.
For noninternal resonance, as illustrated in Fig. 7, the critical speed is about
0.0001 rad/s. Compared to internal resonance, the frictional flutter is more difficult
to initiate and the region of periodical stick-slip motion becomes smaller. Meanwhile,
during the flutter at Ω = 0.0001 rad/s (Fig. 11), the phenomena of stick-slip and
displacement jumping in x direction are less obvious and the overall amplitudes are
smaller.
In conclusion, strong movement coupling between elements of the braking system
brings earlier occurrence of the frictional flutter and more intensive and complex
vibrations.
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5. Conclusion
The interaction between a disc brake and pad has been treated analytically and
numerically. Stick-slip flutter of the pad in plane is considered under the conditions
of 1:1, 1:2 and 1:3 internal resonances as well as noninternal resonance. Numerical
methods are applied in the evaluation of the dynamic behaviors of the disc and pad
with given system parameters and friction velocity relationship. The present work is
focused on the effect of disc vibration (out of plane) and the dynamic characteristics
of pad (in-plane). Corresponding conclusions are:

(i) With the variation of Ω, the pad keeps vibrating with small amplitude. This
nonstationary case may be attributed to sustaining variation of the contacting
pressure and friction, resulted from the disc transverse deflection. For all cases
of the internal or noninternal resonances, the vibration amplitudes of both disc
and pad increase with the decrease of Ω.
(ii) When Ω is smaller than critical speed after reducing, the vibrations turn to be
intensive and unstable suddenly, which indicates the occurrence of frictional
flutter or stick-slip. It notes that occurrence of the frictional flutter appears ear-
lier due to strong movement coupling between elements of the braking system.
(iii) For 1:1 and 1:2 internal resonances, before the critical speed, there are two
or one frequency ranges among which the system is likely in resonance and
the vibration amplitude is much or quite higher. This may be attributed to
a redistribution of friction force and normal contacting pressure due to the
variation of friction coefficient resulting from a variation in the relative velocity.
(iv) Frictional flutter vibration happens as the critical speed of flutter is gotten cross
during deceleration. During the flutter stage, the system’s motion is complex.
Occurrence of the frictional flutter appears earlier and more complex vibrations
appear due to strong movement coupling between elements of the braking
system. The intensive flutter and stick-slip motion can be attributed to the
negative slop effect in the friction model.

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Dynamic Analysis of Dry Frictional Disc Brake System

Acknowledgments
This research is supported by the National Natural Science of China under
Grant Nos. 11272228 and 11332008, and the NSF of Tianjin under Grant No.
13JCZDJC34900.

Appendix
 b
cg1 = πρh R2 (r)rdr = cg8
a
 b
cg2 = πc R2 (r)rdr = cg9
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a
  
d4 R 2 d3 R
b
1 d2 R
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2 dR R
cg3 = πD + − 2 2 − 3 + 4 R(r)rdr
a dr4 r dr3 r dr r dr r
 b   
1 ken rb 2
− πρhΩ2 R2 (r)rdr + 2 ϕ + sin 2ϕ R (r)rdr
a 2 A ra
   rb
1 ken
+ 2s tan φ sin 2ϕ − ϕ cos 2ϕ µ sgn(v − ẋ) R2 (r)dr
2 A ra
 b
cg4 = 2πρhΩ R2 (r)rdr = −cg11
a
 b    rb
2 1 ken
cg5 = πρhΩ̇ R (r)rdr + 2 ϕ + sin 2ϕ µ (−y)sgn(v − ẋ) R2 (r)dr
a 2 A ra
  rb
ken 2 3
cg6 = 4µ sgn(v − ẋ) sin ϕ − sin ϕ R3 (r)dr
A 3 ra
 rb
ken
cg7 = −4 sin ϕ y R(r)rdr
A ra
 b
cg8 = πρh R2 (r)dr = cg1
a
 b
cg9 = πc R2 (r)rdr = cg2
a
 b 
d4 R 2 d3 R 1 d2 R 2 dR R
cg10 = πD + − 2 2 − 3 + 4 R(r)dr
a dr4 r dr3 r dr r dr r
 b  
1 ken
− πρhΩ2 R2 (r)rdr + 2 ϕ − sin 2ϕ
a 2 A
 b   rb
ken 1
× R2 (r)rdr − 2sgn(v − ẋ)µ s tan φ sin 2ϕ − ϕ cos 2ϕ R2 (r)dr
a A 2 ra

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Y. Zhao & Q. Ding

 b
cg11 = −2πρhΩ R2 (r)rdr = −cg4
a
 b    rb
1 ken
cg12 = −πρhΩ̇ R2 (r)rdr − 2 ϕ − sin 2ϕ µ (−y)sgn(v − ẋ) R2 (r)dr
a 2 A ra
 rb
ken 2
cg13 = 2µ sgn(v − ẋ) sin3 ϕ R3 (r)dr
A 3 ra
 rb
ken
cg14 = 2s tan φ (2 sin ϕ − 2ϕ cos ϕ) R(r)dr
A ra
Int. J. Appl. Mechanics 2015.07. Downloaded from www.worldscientific.com

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