What kind of friction model is needed to predict brake squeal?

Predictive models of friction-induced vibration have proved elusive despite decades of research. There are many mechanisms that can cause brake squeal; friction coupled systems can be highly sensitive to small perturbations; and the dynamic properties of friction at the contact zone seem to be poorly understood. This paper describes experimental and theoretical work aimed at identifying the key ingredients of a predictive model. A large-scale experiment was carried out to identify squeal initiations using a pin-on-disc test rig: approximately 30,000 squeal initiations were recorded, covering a very wide range of frequencies. The theoretical model allows for completely general linear systems coupled at a single sliding point by friction: squeal is predicted using a linearised stability analysis. Results will be presented that show that almost all observed squeal events can be predicted within this model framework, but that some subsets require innovative friction modelling: predictions are highly dependent on the particular choice of friction model and its associated parameters. Copyright © 2012 by ASME.

What kind of friction model is needed to predict brake squeal?

Predictive models of friction-induced vibration have proved elusive despite decades of research. There are many mechanisms that can cause brake squeal; friction coupled systems can be highly sensitive to small perturbations; and the dynamic properties of friction at the contact zone seem to be poorly understood. This paper describes experimental and theoretical work aimed at identifying the key ingredients of a predictive model. A large-scale experiment was carried out to identify squeal initiations using a pin-on-disc test rig: approximately 30,000 squeal initiations were recorded, covering a very wide range of frequencies. The theoretical model allows for completely general linear systems coupled at a single sliding point by friction: squeal is predicted using a linearised stability analysis. Results will be presented that show that almost all observed squeal events can be predicted within this model framework, but that some subsets require innovative friction modelling: predictions are highly dependent on the particular choice of friction model and its associated parameters. Copyright © 2012 by ASME.

Multiple Brake Orbits and Homoclinics in Riemannian Manifolds

Let (M, g) be a complete Riemannian manifold, Omega subset of Man open subset whose closure is homeomorphic to an annulus. We prove that if a,Omega is smooth and it satisfies a strong concavity assumption, then there are at least two distinct geodesics in starting orthogonally to one connected component of a,Omega and arriving orthogonally onto the other one. Using the results given in Giamb et al. (Adv Differ Equ 10:931-960, 2005), we then obtain a proof of the existence of two distinct homoclinic orbits for an autonomous Lagrangian system emanating from a nondegenerate maximum point of the potential energy, and a proof of the existence of two distinct brake orbits for a class of Hamiltonian systems. Under a further symmetry assumption, the result is improved by showing the existence of at least dim(M) pairs of geometrically distinct geodesics as above, brake orbits and homoclinic orbits. In our proof we shall use recent deformation results proved in Giamb et al. (Nonlinear Anal Ser A: Theory Methods Appl 73:290-337, 2010).

On the Multiplicity of Orthogonal Geodesics in Riemannian Manifold With Concave Boundary. Applications to Brake Orbits and Homoclinics

Let (M, g) be a complete Riemannian Manifold, Omega subset of M an open subset whose closure is diffeomorphic to an annulus. If partial derivative Omega is smooth and it satisfies a strong concavity assumption, then it is possible to prove that there are at least two geometrically distinct geodesics in (Omega) over bar = Omega boolean OR partial derivative Omega starting orthogonally to one connected component of partial derivative Omega and arriving orthogonally onto the other one. The results given in [6] allow to obtain a proof of the existence of two distinct homoclinic orbits for an autonomous Lagrangian system emanating from a nondegenerate maximum point of the potential energy, and a proof of the existence of two distinct brake orbits for a. class of Hamiltonian systems. Under a further symmetry assumption, it is possible to show the existence of at least dim(M) pairs of geometrically distinct geodesics as above, brake orbits and homoclinics.

Application of intelligent systems for specification of automotive equipments using LEDs

The advantages offered by the electronic component light emitting diode ( LED) have caused a quick and wide application of this device in replacement of incandescent lights. However, in its combined application, the relationship between the design variables and the desired effect or result is very complex and it becomes difficult to model by conventional techniques. This work consists of the development of a technique, through artificial neural networks, to make possible to obtain the luminous intensity values of brake lights using LEDs from design data. (C) 2005 Elsevier B.V. All rights reserved.

Technique for application of hi-bright LED in automobile industry through intelligent systems

The advantages offered by the electronic component LED (Light Emitting Diode) have caused a quick and wide application of this device in replacement of incandescent lights. However, in its combined application, the relationship between the design variables and the desired effect or result is very complex and it becomes difficult to model by conventional techniques. This work consists of the development of a technique, through artificial neural networks, to make possible to obtain the luminous intensity values of brake lights using LEDs from design data.

Development of transit coach bonded brake lining test equipment and test procedures. Progress report. Final report.

Urban Mass Transportation Administration, Washington, D.C.

Tri-level study: modification. Task 1: final report on potential benefits of various improvements in vehicle systems in preventing accidents or reducing their severity. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Collision avoidance radar braking systems investigation - phase III study. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Collision avoidance radar braking systems investigation - phase III study, technical report. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Field test evaluation of rear lighting systems. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Selection of vehicle rear lighting systems. Final report.

National Highway Safety Bureau, Washington, D.C.

Manual brake inspection procedures. Volume II. Final technical report.

National Highway Traffic Safety Administration, Office of Vehicle Systems Research, Washington, D.C.

Manual brake inspection procedures. Volume I. Summary report. Final report.

National Highway Traffic Safety Administration, Office of Vehicle Systems Research, Washington, D.C.