盘式制动器噪声测试20101009

盘式制动器噪声测试20101009
Disc Brake Dynamometer Squeal Noise Matrix
盘式制动器噪声测试
Foreword—A dynamometer test procedure known as AK Noise has been developed by a European working group that includes car manufacturers, braking system suppliers and friction material companies. This procedure follows the lines of the drag mode test procedures with an extension to include deceleration braking. In the US, a common approach is to use deceleration mode procedures emphasizing the replication of vehicle road test.
前言——噪声测试程序已由一个欧洲工作小组开发出来，该小组包括整车厂、制动系统供应商和摩擦材料公司。

此程序在拖拽测试程序之后进行，包括了制动减速。

As we see a strong need for a global standardization of squeal noise dynamometer tests, a global squeal matrix has been developed that combines drag mode and deceleration mode tests. This procedure was presented to the SAE working group in February 1999.
由于我们很需要一个全球性的噪声测试标准，所以一个全球适用的测试程序被开发，该程序包括拖拽测试和减速测试。

该程序由SAE 工作组于1999年2月发布。

Based on the AK drag, deceleration, and friction characterization modules, the matrix contains 25 sections and 1917 brake applications. This procedure owes much to the previous development of the AK procedures. This prior work is gratefully acknowledged.
基于拖拽、减速、和摩擦材料特性，此程序包含25个部分和1917种制动形式。

此程序归功于早期的此类程序开发，以前的工作是
非常有价值的。

1. Scope—This procedure is applicable to high frequency squeal type noise occurrences for
passenger car and light truck type vehicles that are used under conventional operating conditions. The procedure does not encompass the consequences associated with
changes in environment related to temperature and humidity variations.
范围——此程序适用于噪声频发的传统方式驾驶的客车和轻卡。

此程序不与由温度和湿度变化等环境问题有关。

1.1 Purpose—This recommended test practice is intended to establish a common universally
recognized method for performing a series of screening test sequences that identify the propensity of a brake assembly to generate squeal noise under a variety of test conditions.
目的——此测试旨在建立一个普遍公认的测试方法，以筛查各种情形下的噪声。

2. References—There are no referenced publications specified herein.
参考——无参考刊物于此
3. Definitions
定义
3.1 Occurrence (absolute)—The percentage of the total brake applications where the peak
sound level exceeded the threshold of 70 dB(A) or any other value that may be defined. It is calculated by dividing the number of brake applications with a sound level above the threshold by the total number of brake applications in the test.
事件（绝对）——噪声峰值为70分贝起时占完全制动的百分比或其他值。

用噪声级划分制动过程来计算出该值。

3.2 Relative occurrence—The number of the stops in a particular test section where the peak
sound level exceeded the threshold of 70 dB(A) divided by all of the brake applications where the sound level exceeded the threshold – expressed as a percentage.
相对事件——噪声峰值为70分贝起时的特殊测试的停顿数，该峰值以占完全制动的百分比来
划分。

4. Description—This matrix describes the test conditions and steps to investigate the
influence of pressure, temperature and velocity on the squeal noise behaviour of disc brakes. This matrix is intended to replicate vehicle tests to get a fair comparison for
different brake corner components.
描述——此程序描述了测试条件和步骤以研究盘式制动器噪声受压力、温度的影响。

此程序需要反复测试，根据不同的制动器元件进行公证的比较。

5. Test Apparatus Definition
测试仪器
5.1 Operational Requirements
操作要求
a. 60 kW (80.5 hp) or more driving power, as determined by the torque requirements of the
brake under test
60 kW (80.5 hp) 或更高的驾驶性能，由制动器额定制动力矩来决定
b. Speed range up to 100 km/h (62 mph)
速度100 km/h (62 mph)起
c. Inertia may be actual flywheels, simulated, or a combination of the two
惯性可以是调速轮或模拟，或两者组合。

d. Reversal of rotation direction
可反向运转
e. Steady-state motor capability of at least 1500 Nm (1106 ft-lb)
发动机恒定功率至少为1500 Nm (1106 ft-lb)
f. Brake pressure ramp rate of 250 bar/s ± 50 bar/s (3625 ±725 lb/in2-s)
制动压力梯值为250 bar/s ± 50 bar/s (3625 ±725 lb/in2-s)
g. Maximum of 160 bar (2320 lb/in2) peak braking pressure
制动压力最大峰值为160 bar (2320 lb/in2)
5.2 Environment Requirements
环境要求
a. Humidity control is optional.
湿度可选
b. Air conditioning is recommended for ambient temperature control.
根据周围温度选用空气调节器
c. Cooling air shall be provided on the brake. Note that the airflow shall be controlled such
that it will not be so high as to blow away wear debris or create noise above the
background limit of 60 dB (A).
冷空气须提供给制动器。

注意空气流动，不要让温度过高吹落磨损物或产生地面摩擦高过限制噪声60分贝
d. Allowable cooling air temperature range from –10 to 40 °C
(14 to 104 °F).
允许冷却空气温度为–10 to 40 °C (14 to 104 °F).
e. Humidity range from 20% to 90% and is recorded.
湿度为20% 至90%
5.3 Inertia
惯性
a. In the absence of a specification of the inertia to be used the following computation should
be followed.
由于无惯性计算规范，须按下列要求来
b. For a brake for a front application, the inertia is computed to be equivalent to 75% of
one-half of the gross vehicle weight.
前制动器的惯性相当于汽车总重二分之一的75%
c. For a rear application, the inertia is computed to be equivalent to 25% of one-half of the
gross vehicle weight.
前制动器的惯性相当于汽车总重二分之一的25%
5.4 Fixturing
夹具
a. The preferred method of mounting the brake is to use the entire suspension and axle.
However it is recognized that it may not always be possible to use the entire suspension corner. In such cases, an undisturbed knuckle should be used.
推荐安装制动器的方法是完整的悬架和桥。

但经过验证，完整的悬架不易于转弯。

所以，可以用一个不干涉的转向节。

b. It is recommended that the brake be mounted in the test apparatus using the actual
vehicle suspension and axle components. The suspension comp onents should be as complete as possible to the connection points with the vehicle structure. All bushings, including those at the structural connection points, should be utilized in the fixturing. The suspension corner assembly should
be loaded to the normal operational conditions of the vehicle corner to insure proper alignments and compliance.
推荐将制动器安装到台架上，用实际中要用到的悬架和桥。

悬架要尽可能作为汽车结构成为连接点。

包括在结构连接点的所有衬套都应该在夹具中其作用。

悬架的转弯总成须安装在正常可操作的这两转弯条件下，以确保可能的直线度和平顺度。

c. If it is not possible to utilize the full suspension corner, care should be taken to match as
closely as possible the actual mounting and operating configurations. In such cases, there may be differences in the measured noise below 2000 Hz, when compared to on-vehicle performance.
如果不能使用完整的悬架转弯件，就应该尽量符合实际安装和操作构造。

不然，2000赫兹以下测试的噪声和实车测试的就有不同。

d. The fixturing utilized must be reported
须报告所使用的夹具
6. Measurements
测量方法
6.1 Noise Transducer Location (see Figure 1):
噪声传感器安装位置（见图一）
a. 10 cm outboard from wheel hub face along the centerline of the axle.
距轮毂面10厘米的轴中心线上
b. 50 cm above and perpendicular to the centerline of the axle
在轴中心线上的垂直50厘米处
FIGURE1—MICROPHONE ORIENTATION
图1——传声方向
6.2 Noise Measurements
噪声测量
a. Measurement duration: the same as the duration of brake application for all sections
测量持续时间：与各部分制动持续时间一致
b. 0.9 kHz high pass filter
0.9 kHz分流指示灯
c. 17 kHz signal bandwidth
17 kHz信号带宽
d. The maximum permissible background noise level is 60 dB (A) above 0.9 kHz
在0.9 kHz以上允许的最大背景噪声为60分贝
e. 800 line spectral resolution
800线声波分解
f. Peak Level Hold in spectrum
以声波保持峰值
g. ―Fast‖ evaluation mode or sampling equivalent
快速鉴定方法或抽样法
h. A – weighted
A –变重
i. A threshold of 70 dB (A) will be used for recording sound
70分贝的界限将用来记录噪声
6.3 Temperature Measurements
温度测量
a. The recommended method for measuring rotor temperature is using an infrared
measurement on the inboard face of the outside diameter of the disc. When using infrared measurements the outside diameter of the rotor should be coated with a material that will provide an emissivity consistent with that required by the infrared measurement system.
测制动盘温度的推荐方法是用红外线测制动盘外直径的内面。

用红外测量时，制动盘外直径应用材料包住，按红外测试要求以持续提供发射率
b. As an alternative embedded thermocouples may be used to monitor the rotor temperature.
This approach is not the preferred method since embedding the thermocouple may lead to changes in the rotor and its noise performance. It will be set at a depth of 0.5 mm ± 0.1 mm (0.020 in ± 0.004 in) from the outer surface. When high temperature fade tests are done, a thermocouple on the backing plate is recommended to monitor temperature.
可选用热电偶调节制动盘温度，此方法不宜采用因为热电偶有可能导致制动盘变化并且它本
身也会产生噪声。

它须安在距外表面神0.5 mm ± 0.1 mm (0.020 in ± 0.004 in)的位置。

当热衰退测试完成，推荐用底板的热电偶调温。

c. Redundant temperature measurements should be made to prevent accidental
overheating.
余下的温度测试即防止温度异常偏高的测试
7. Brake Operations – Modelled on AK Noise Test Procedure
执行制动——台架噪声测试程序
7.1 Operating Conditions
操作环境
a. Brake snubbing operation from 80 to 30 km/h (see Figure
2) under different braking
pressures is performed during the bedding program.
台架试验时，不同制动压力下制动从80 降至30 km/h（见图二）
b. The braking time, t, is a result of the test rig inertia or is adapted to match the desired
vehicle configuration.
制动时间t，是惯性测试的一个结果或作为符合所渴望的车辆结构的一个条件
FIGURE 2—BRAKE OPERATIONS
图2——制动过程
7.2 Drag Operation (constant speed brake applications)
拖拽（等速制动）
a. In order to evaluate brake noises, brake drag operations are required according to the
following braking pressure ramp shown (Figure 3).
为了测量制动噪声，需要进行制动拖拽，根据图三的制动压力坡度表来。

b. The increase of the brake pressure is 1 bar per second from Pn (normal mean value) –2.5
bar to P n+2.5 bar at the same speed. The total braking time shall be 10 s.
制动压力是增加是1bar每秒从Pn (常值) –2.5 bar 到同样速度的P n+2.5 bar。

总制动时间应是10秒
c. Before the brake drag operation, the temperature of the rotor shall be adjusted by warming
or cooling operations.
在制动拖拽之前，制动盘温度应由升温和冷却来调节。

d. The test speeds shall be 3 km/h and 10 km/h.
测试速度应是3 km/h 和10 km/h
e. For the special case of 0 bar pressure, the pressure operating range should be from 0 bar
to 2.5 bar and back to 0 bar.
0 bar压力的特殊情况，压力应从0 bar 至 2.5 bar 和降至0 bar
FIGURE 3—BRAKING PRESSURE RAMP
图三——制动压力坡度
7.3 Deceleration Braking Operations
制动减速
a. It is required to reduce the speed from 50 km/h to 0 km/h as shown in Figure 4 with defined
normal pressure. The braking time is either obtained from the test rig inertia or adapted to match the desired vehicle
configuration.
要求减速从50 km/h至0 km/h如图四定义的常压。

制动时间可以是来自惯性实验也可以是符合所渴望的车辆结构的时间
b. The rate of pressure increase during these cycles must be at least of 250 bar/s ± 50 bar/s
(3625 lb/in2-s ±725 lb/in2-s)
此周期内压力率增加250 bar/s ± 50 bar/s (3625 lb/in2-s ±725 lb/in2-s)
FIGURE 4—STOP OPERATION
图四——停止操作
7.4 Warm-up Operation
进行温升
a. If the temperature decreases below the initial temperature of the next braking condition,
brake warm up is required by a drag brake operation at 50 km/h with a 20 bar braking pressure until the initial braking temperature is reached.
如果温度降至下次制动的初始温度以下，要求在20bar压力下以50千米/时的速度拖拽制动使制动温升，直到达到初始制动温度。

7.5 Intermediate Conditioning and Warm up
中间调控和温升
a. This operation is designed to provide conditioning and warm up between the end of the
drag cycle and the beginning of the forward-backward
section.
此程序是用来在拖拽周期和前-后部分的开始间调控和温升的
b. A series of stops are executed to warm up the brake to 150 °C while also providing
conditioning
进行一系列停止动作来温升制动器到150摄氏度，期间也同样进行调节
7.6 Temperature Fade Operation—The Temperature Fade cycle is temperature and torque
controlled. The brake torque is calculated from the weight of the car, the brake force
distribution, the dynamic tire radius, and the rate of deceleration. The torque is computed to provide a 0.4 g deceleration.Starting temperatures for the fade operation brake applications are shown in Tables 1 and 2:
热衰退测试——热衰退周期是温度和力矩。

由汽车重量、制动力分配、东疲劳和减速率计算出制动力矩。

力矩由电脑控制，0.4g的减速。

热衰退实验在下表一和表二中显示。

TABLE 1—FRONT DISC FADE INITIAL TEMPERATURES
表一——前盘特衰退初始温度
Application
Number Temperature, °C Application
Number Temperature, °C
1 100 9 465
2 215 10 483
3 283 11 498
4 330 12 513
5 367 13 526
6 398 14 539
7 423 15 550
8 446
TABLE 2—REAR DISC FADE INITIAL TEMPERATURES 表二——后盘热衰退初始温度
Application
Number Temperature, °C Application
Number Temperature, °C
1 100 9 303
2 164 10 313
3 201 11 321
4 228 12 329
5 248 13 337
6 265 14 344
7 280 15 350
8 292
If the initial temperature steps from the tables above are not obtained, perform a drag apply at 80 km/h with a torque equivalent to 0.2 g deceleration to warm-up the brake. The warm-up procedure should be applied for no more than 20 s. Noise evaluation will only be carried out on the stops where the initial temperature matches those in the appropriate table above.
若上表的梯形初始温度未获得，执行拖拽制动以80km/h的速度且力矩相当于0.2g的减速，以温
升制动器。

温升程序不应超过20秒。

噪声将只产生于每次停止，每次停止的温度如上表所示。

These temperatures are determined using a logarithmic formula:
这些温度来自下列公式：
T AN = (T A15 –T A1) / 1n(15) –1n(N) + T A1 (Eq. 1)
where:
此处
T AN = initial temperature for a particular application
number (AN), °C
T AN =特殊情况的初始温度数
T A15 = initial temperature for the fifteenth brake application, °C
T A15 =十五次制动的初始温度
T A1 = initial temperature for the first brake application, °C T A1 =首次制动的初始温度
N = application number (1-15)
N =制动数（1-15）
8. Friction Coefficient—The evaluation of the friction coefficient will only be performed at
the prescribed temperature steps. The friction coefficient for a stop is an average over the time of the stop. The friction coefficient is determined using Equation 2:
(Eq. 2)
where:
此处
μ = coefficient of friction
μ =摩擦系数
Md Brake = brake torque,Nm
Md Brake =制动力矩
p = pressure, bar
p =压力bar
p Threshold = threshold pressure, bar
p Threshold =压力界值
A P iston = piston area, mm2
A P iston =活塞面积
r eff = effective rotor radius, mm
r eff =有效转动半径
η = efficiency — assumed to be 100%
η =效率——假定为100%
The threshold is 0.5 bar for a disc brake. The effective rotor radius is defined as the radius to the center of the piston. Start the evaluation at 90% of the reference value (pressure or torque). End the evaluation at 90% of the reference value (pressure or torque).
制动器的界值是0.5bar。

有效转动半径是活塞中心的半径。

从相关值（压力和力矩）的90%开始，至相关值（压力和力矩）的90%结束
9. Test Matrix (Several Sections Modelled on AK Test Procedure)—The test matrix is
described in the following sections.
测试基体（测试程序中的许多部分）——如下面章节所述
9.1 Break-In (According to AK Noise Procedure), Section 9.1 (30)—See Table 3.
夹紧制动（根据噪声测试程序），9.1部分（30）——见表三
TABLE 3—SECTION 9.1—BREAK-IN (ACCORDING TO AK NOISE PROCEDURE),
SECTION 9.1 (30)
表三——9.1部分——夹紧制动（根据噪声测试程序）
周期制动次数初速度末速度压力bar 初始温度
9.2 Bedding (32)—As Defined in AK Master—Section 9.2—See Table 4.
TABLE 4—SECTION 9.2—BEDDING (32)—AS DEFINED IN AK MASTER—SECTION 9.2 表四——9.2部分——台架——由主控定——9.2部分
周期制动次数初速度末速度压力bar 初始温度
9.3 Optional Section 9.3—Friction Characteristic Value After Break-In (6)—(As defined in AK Master)—Section 3—See Table 5.
TABLE 5—OPTIONAL SECTION 9.3—FRICTION CHARACTERISTIC VALUE AFTER
BREAK-IN (6)—
(AS DEFINED IN AK MASTER)—SECTION 3
表五——操作部分9.3——制动后摩擦性能值——由主控定
周期制动次数初速度末速度压力bar 初始温度
9.4 Drag Module (266)—See Table 6.
TABLE 6—SECTION 9.4—DRAG MODULE (266)
表六——9.4部分——拖拽（266）
周期制动次数初速度末速度压力bar 初始温度
9.5 Intermediate Conditioning and Warm-Up Module (24)—See Table 7.
TABLE 7—SECTION 9.5—INTERMEDIATE CONDITIONING AND WARM-UP MODULE
(24)(1)
中控和温升——见表七
周期制动次数初速度末速度压力bar 初始温度
1. Run 2 stops for each pressure. Continue this for the remaining pressures.
两次制动后的压力，以残余压力继续制动
9.6 Backward/Forward (50)—See Table 8.
TABLE 8—SECTION 9.6—BACKW ARD/FORWARD (50)
表八——前转/后转
周期制动次数初速度末速度压力bar 初始温度
9.7 Deceleration Module (108)—See T able 9.
TABLE 9—SECTION 9.7—DECELERATION MODULE (108)(1) 表九——减速
周期制动次数初速度末速度压力bar 初始温度
1. Run 2 stops for each pressure. For example, 5 bar at 50 °C for 2 stops. Then run 10 bar at 50 °C for 2 stops.
Continue this for the remaining pressures. Do this for all 9 cycles.
两次制动后的压力，例如，5bar在50摄氏度。

然后两次制动是10bar在50摄氏度。

以残余压力继续制动，九个周期都这样做。

9.8 Friction Characterisitic Value After Break-In (6)—Section 8—Repeat Section 3.
制动后的摩擦性能值——第8部分——重复第3部分
9.9 Drag Module (266)—Section 9—Repeat Section 4.
拖拽——第9部分——重复第4部分
9.10 Intermediate Conditioning and Warm-Up Module
(24)—Section 10—Repeat Section
5.
中控和温升——第10部分——重复第5部分
9.11 Backward/Forward—Section 11—Repeat Section 6.
前转/后转——第11部分——重复第6部分
9.12 Deceleration Module (108)—Section 12—Repeat Section 7.
减速——第12部分——重复第7部分
9.13 Friction Characteristic Value after Break-In (6)—Section 13—Repeat Section 3.
制动后摩擦性能值——第13部分——重复第3部分
9.14 Drag Module (266)—Section 14—Repeat Section 4.
拖拽——第14部分——重复第4部分
9.15 Intermediate Conditioning and Warm-up Module (242)—Section 15—Repeat Section
5.
中控和温升——第15部分——重复第5部分
9.16 Backward/Forward (50)—Section 16—Repeat Section 6.
前转/后转——第16部分——重复第6部分
9.17 Deceleration Module (108)—Section 17—Repeat Section 7.
减速——第17部分——重复第7部分
9.18 Friction Characteristic Value after Break-In (6)—Section 18—Repeat Section 3.
制动后摩擦性能值——第18部分——重复第3部分
9.19 Optional Sections—Noise After Fade and Recovery—Section 19—Sections 19 to 25 are optional. The noise data from these sections will represent the squeals generated after severe fade and recovery. See Table 10.
执行部分——热衰退和恢复后的噪声——19部分——19-25部分
是可选部分。

这些部分的噪声数据将代表严重热衰退和恢复后产生的噪声。

见表10
TABLE 10—SECTION 9.19—TEMPERATURE FADE MODULE (15)
表10——9.9部分——热衰退
周期制动次数初速度末速度压力bar 初始温度
9.20 Recovery (18)—Section 20—See Table 11.
TABLE 11—SECTION 9.20—RECOVERY (18)
表11——9.20部分——恢复
周期制动次数初速度末速度压力bar 初始温度
9.21 Drag Module (266)—Section 21—Repeat Section 4.
拖拽——21部分——重复第4部分
9.22 Intermediate Conditioning and Warm-Up Module (24)—Section 22—Repeat Section
5.
中控和温升——第22部分——重复第5部分
9.23 Backward/Forward (50)—Section 23—Repeat Section 6.
前转/后转——第23部分——重复第6部分
9.24 Deceleration Module (108)—Section 24—Repeat Section 7.
减速——第24部分——重复第7部分
9.25 Friction Characteristic Value after Break-In (6)—Section 25—Repeat Section 3.
制动后摩擦性能值——第25部分——重复第3部分
10. Summary of Results—Figures 5 to 7 represent the recommended formats for reporting
the results of this test procedrure. These figures provide a
recommended summary of the overall test results. It is not necessary that the format of these figures be duplicated exactly.
It is recommended that two sets of data presentations be used when the optional fade
module test is included. This permits data comparisons before and after fade and avoids confusion between results.
结论简述——图5至图7为测试程序结果的推荐报道方式。

这些图提供了总体测试结果的摘要。

没有必要对这些图详细化。

当包括可选热衰退测试时，推荐用两套数据。

允许热衰退前后的这些数据进行对比，且避免了两种测试结果的混淆。

FIGURE 5—HISTORICAL SUMMARY OF RESULTS 图5——测试结果的历史摘要
FIGURE 6—SUMMARY OF NOISE OCCURRENCE VARIATION 图6——噪声变化摘要
FIGURE 7—SUMMARY OF FRICTION CHARACTERISTIC VARIATION
图7——摩擦性能变化摘要
PREPARED BY THE SAE DYNAMOMETER TEST CODE STANDARDS COMMITTEE
由SAE测力测试标准委员会编制
Rationale—Not applicable.
基本原理——不适用
Relationship of SAE Standard to ISO Standard—Not applicable.
SAE标准与ISO标准的关系——不适用
Application—This procedure is applicable to high frequency squeal type noise occurrences for passenger car and light truck type vehicles that are used under conventional operating conditions. The procedure does not encompass the
consequences associated with changes in environment related to temperature and humidity variations.
应用——此程序适用于此程序适用于噪声频发的传统方式驾驶的客车和轻卡。

此程序不与由温度和湿度变化等环境问题有关Reference Section—There are no referenced publications specified herein.
相关部分——没有参考其他刊物
Developed by the SAE Dynamometer Test Code Standards Committee
由SAE测力测试标准委员会撰写。