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Analysis of Drum Brake System for Improvement of Braking Performance

Chapter · January 2018

DOI: 10.1007/978-3-319-72697-7_28

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Analysis of Drum Brake System
for Improvement of Braking Performance

Siti Nor Nadirah Baba, Muhammad Najib Abdul Hamid,

Shahril Nizam Mohamed Soid, Mohd Nurhidayat Zahelem
and Mohd Suyerdi Omar

Abstract The braking performance has become a very important factor for auto-
motive manufacturers and passenger because of the safety requirements. In general,
brake squeal occurrences can be reduced by decreasing the friction coefficient;
however, the braking performances also decrease. The objectives of this study are
obtaining the dynamics properties (natural frequency) of brake shoes and to propose
a new modification design of the brake shoe with the aim of improving the per-
formances of the drum brake and stability of squeal. A finite element model of
the automotive components has been developed in the analysis to determine the
dynamic properties, brake torque measurement and instability of the system. The
data of the finite element model is validated by performing an experimental modal
analysis. The result showed that the value of natural frequency, brake torque and
contact analysis increased when using the new design of brake shoe.

Keywords Drum brake system
Dynamic properties
Brake torque

1 Introduction

The braking system is one of the important systems in vehicle safety. The purpose
of the brake system is to prevent or reduce the severe injury during accidents. The
function of the brake system is to slow or stop the moving vehicle. Besides, the

S. N. N. Baba (&)
M. N. A. Hamid
S. N. M. Soid
M. N. Zahelem
M. S. Omar

Malaysian Spanish Institute, Universiti Kuala Lumpur, Kulim Hi-Tech Park,
09000 Kulim, Kedah, Malaysia
e-mail: snadirah.baba@s.unikl.edu.my
M. N. A. Hamid
e-mail: mnajib@unikl.edu.my
M. N. Zahelem
e-mail: mnurhidayat@unikl.edu.my
M. S. Omar
e-mail: msuyerdi@unikl.edu.my

© Springer International Publishing AG 2018 345

A. Öchsner (ed.), Engineering Applications for New Materials and Technologies,
Advanced Structured Materials 85, https://doi.org/10.1007/978-3-319-72697-7_28
346 S. N. N. Baba et al.

brake system is also used to maintain the vehicle speed during downhill operation
and hold a vehicle stationary on a grade. Recently, many countries presented brake
system design criteria and operational requirements for brake systems depending on
the vehicle types [1]. Their regulations of brake systems include to slow the vehicle
down in a controllable, stable, predictable, and repeatable manner regardless or
road, load, weather or partial failure. All this may be achieved when the perfor-
mance of the brake system retains its stability during vehicle brake operation.
A drum brake is widely used in automotive industry for more than forty years.
Although disc brakes now are found wisely at the front of almost all cars, the drum
brake still can be seen at the rear wheel of the cars and light track due to cheap
production price and the fact that the maintenance of drum brakes is cheaper due
having all in one design that is easier to replace when repair work is needed. Drum
brakes are also self-energizing and can operate as parking brakes while disc brakes
require special parking brake mechanisms.
The brake noise is categorized into squeal, groan, and judder dependend,
according to the mechanism of generation. Squeal has been the primary subject of
past studies of brake systems. Brake squeal is defined as a self-excited friction
induced vibration, which occurs at frequencies above 1 kHz and this phenomenon is
caused by dynamics instability of the brake owing to the friction material of the drum
or disc brake. In general, the brake squeals propensity is reduced by decreasing
the friction coefficient, however the braking capability also decreases [2].
To reduce squeal without effect on the brake capability, there is a need to analyse a
new design modification of brake shoe that provides high braking force and stability
from squeal.
The drum brake problems were studies using various methods including the finite
element method, analytical and experimental approaches [3]. The primary problem
in drum brake systems is brake squeal. Reducing squeal from the brake system
becomes a challenging task for any brake engineer. Previous researchers studied the
cause of brake squeal and proposed methods for reducing the brake squeal. Hamabe
et al. [4] found the common causes of brake squeal when the friction material has a
negative slope in relation to the relative velocity and suggested to reduce the brake
that the squeal the friction characteristic of the friction material must be improved.
The way to prevent brake squeal is through lining modification [3]. Based on another
study, brake drum squeal also can be reduced by modifying the partial of the shoe
web [5]. In 2013, researchers found that a way to prevent the brake squeal is to
increase the bending stiffness of the cross-sectional area of the drum. While for the
shoe, it increases the critical friction coefficient of squeal (CFS) to reduce the
bending stiffness and increases the cross-sectional area [2].
Recent investigations of brake noise phenomenons showed that natural fre-
quencies and damping of brake components play an important role regarding the
propensity of noise excitation. While works are on-going to include requirements of
those parameters into international standardization of disc brakes, there is a lack of
knowledge regarding the drum brake noise. Vibrational modes of drum brake shoes
are the main contributor to the squeal phenomena [6]. In the different study,
Haverkamp et al. [7] investigated the squeal phenomenon of brake shoes using a
Analysis of Drum Brake System … 347

resonance test that was assembled under an artificial excitation (shaker). The test
analysis showed an axial ‘hat shape’ mode and its first harmonic at squeal fre-
quency that was detected at 3.2 and 4.8 kHz. The corresponding bending modes
have been found at the backing plate. The main excitation force occurs during the
brake operation in tangential direction in between the friction surface of the shoes
and the inner surfaces of the drum. If this leads to excitation of mode shape with
maximum deflection in axial direction, it can be assumed that a specific process in
involved, transforming the tangential excitation into axial movement. The result
indeed clearly showed a torsional vibration of the brake shoes during squeal
excitation. The researchers suggest that an alternative way to eliminate squeal
without adding weight to the system is a modification of the stiffness of the brake
shoes because it can strongly change the coupling between the drum and back plate.
The finite element method for brake analysis has become a preferred method in
studying the braking performance such as the analysis of the dynamics properties,
thermal distribution analysis, and stability analysis It is because of its flexibility
and diversity in providing solutions to problems involving advanced material
properties [8]. Temperature distribution analysis is mostly performed using FE
method due it powerful tool for numerical solutions for a wide range of engineering
problems [9]. Shahril et al. [10] used the finite element software ABAQUS as their
simulation none modelling tool because ABAQUS can perform static or dynamics
analysis and simulation of the structure. It can deal with bodies with various loads,
temperatures, contacts, impacts, and other environmental conditions. Ioannidis et al.
[11] investigated the drum brake contact and analysed its influence on the squeal
noise prediction by using the FE method. In another study, Zaki et al. [12] used the
modal analysis in the scope of the FE method to analyse the dynamic properties of
the brake disc to determine the brake dynamic behaviour.
In this study, the brake shoe of a passenger car was investigated. Finite element
analysis has been performed based on the dynamic properties of a brake shoe
extracted from experimental modal analysis. The brake torque was analysed by
using the validated brake shoe and the modification of the brake shoe geometry was
proposed for the improvement of drum brake performance.

2 Experimental Setup

2.1 Brake Factor Calculation

2.1.1 Existing Brake Shoe

The brake factor of the leading shoe C1 is the ratio between the brake force R1 and
the applied force F by evaluating the moment of the point B as seen in Fig. 1:
348 S. N. N. Baba et al.

Fig. 1 Simplified free body diagram for simplex drum brake by Mahmoud [13]

R1 lða þ bÞ
C1 ¼ ¼ ð1Þ
F a  cl

Similarly, for the trailing shoe by evaluating the moment about point C, it will
give the shoe factor C2 as follows:

R2 lða þ bÞ
C2 ¼ ¼ ð2Þ
F a þ cl

An equivalent angle of inclination can be defined as:

 a
a ¼ tan1 ð3Þ
c

The overall shoe factor of the simplex drum brake is the summation of the shoe
factor of the primary shoe and the secondary shoe:

lða þ bÞ lða þ bÞ
C ¼ C1 þ C2 ¼ þ ð4Þ
a  cl aþc

2.1.2 Modification of Brake Shoe Calculation

Figure 2 shows the free body diagram of the modified brake shoe. The brake factor
of the leading shoe C1 is the ratio between brake force R1 and the applied force F by
evaluating the moment of the point A:

R1 lða þ bÞ
C1 ¼ ¼ ð5Þ
F1 ða cos a  l sin bÞ
Analysis of Drum Brake System … 349

Fig. 2 Simplified free body diagram for modification of simplex drum brake

where C1 = C3

R2 R4 lða þ bÞ
C2 ¼ C4 ¼ ¼ ¼ ð6Þ
F2 F4 ða cos a  cl sin bÞ

Similarly, for the trailing shoe by evaluating the moment about point C, it will
give the shoe factor C2 as follows;

R2 lða þ bÞ
C2 ¼ ¼ ð7Þ
F2 a cos a þ cl sin b

where C2 = C4

R2 R4 lða þ bÞ
C2 ¼ C4 ¼ ¼ ¼ ð8Þ
F2 F4 ða cos a þ cl sin bÞ

The overall shoe factor of the simplex drum brake is the summation of the shoe
factor of the two primary shoe and the two secondary shoe:

C  ¼ C1 þ C2 þ C3 þ C4 ð9Þ

2.2 Brake Shoe Modelling

The existing brake shoe model of this study is taken from the rear brake set of the
Proton Saga model and the dimension of the drum brake was taken based on the
internal diameter for the drum brake which is 182 mm. The CATIA software was
350 S. N. N. Baba et al.

Fig. 3 Existing brake shoe

model

used to create the model of the brake shoe (see Fig. 3) before transfered into the
ABAQUS software.
Modal analysis is a method to describe a structure in terms of its natural char-
acteristics which are frequency, damping and mode shapes (dynamics properties)
without using a rigorous mathematical treatment. The brake shoe was set in
free-free condition by hanging using a rubber-band as shown is Fig. 4. The brake
shoe was excited using an impact hammer and the response was measured by an
accelerometer. The sensitivities of the transducer and sensor are cited in Table 1.
The bandwidth used in this EMA was 5120 Hz. This experiment has been done at
the university vibration laboratory.
The FE model of the brake shoe is refined and adjusted to make as close as
possible with the experimental modal analysis result. Figure 5 indicates the meshed
brake shoe and lining after appropriate simplification to the original parts. The
material specification of the brake shoe is showed in Table 2. The validation of the
result was done by using randomization design in statistical analysis. The accurate

Fig. 4 Experimental modal analysis on the brake shoe

Analysis of Drum Brake System … 351

Table 1 EMA set up Impact hammer 4.91 mV/lbf

parameter
Accelerometer 2.83 mV/g
Bandwidth 5120 Hz

Fig. 5 Existing set up for

brake torque analysis

Table 2 Material properties Lining Young’s modulus, E 100 GPa

for brake shoes components
Poisson’s ratio, v 0.23
Density 1995.40 kg/m3
Mass 39 g
Radius 91 mm
Width 30 mm
Angle 105°
Thickness 4 mm
Shoe Young’s modulus, E 210 GPa
Poisson’s ratio, v 0.27
Density 3102 kg/m3
Mass 155.1 g
Radius 87 mm
Width 30 mm
Angle 1.5 mm
Thickness 158°

simulations of the brake shoes model are important for studying the squeal char-
acteristics either experimentally or numerically by FEM. In addition, the FEA
model was used to simulate the non-linear contact analysis for the brake torque
analysis. The experimental approach used the experimental modal analysis to
examine the natural frequencies of the brake shoes.
352 S. N. N. Baba et al.

2.3 Brake Torque Analysis

The non-linear analysis was performed to measure the brake torque and also to
determine the contact pressure distribution for a given actuation force. The drum
brake assembly consists of three main parts; one drum brake and two brake shoes
with linings (see Fig. 5). The drum brake model is created directly by using the
discrete rigid type in the ABAQUS software while the brake shoe was imported
from the CATIA software. There is a small gap installation between the inner drum
and the lining. Three steps were used to analyse the brake torque. Firstly, the
contact between lining and drum was established. Then, the force was applied and
finally the drum was rotated. The boundary condition has been applied to the drum
and brake shoe. There is a small circle used to act as pinned support at the bottom of
the brake shoes. The force was applied to approximate the behaviour of the double
acting master cylinder and reflecting the pressure distribution. The parameter set up
for the brake torque simulation is displayed in Table 3.

2.4 Modified Design of Brake Shoe

The modified shoe (see Fig. 6) was done by taking half of the original brake shoes
dimension and drawing it by using the CATIA software. The design was set up by
using the same material specification and parameter to run the modal analysis and
brake torque simulation by using ABAQUS. For the new design, the brake shoes
are added from two shoes into four shoes and the two master cylinders. The
assembly of the new design is shown in Fig. 8.

Table 3 Parameter set up for Force of each brake shoe 50 N

brake torque
Friction coefficient 0.3
Speed 60 rpm

Fig. 6 Simulation model for

modification brake shoe
Analysis of Drum Brake System … 353

3 Results and Discussion

3.1 Brake Factor Calculation

Based on the brake factor calculation derived by Mahmoud [13] for the simplex
drum brake, the value of the brake factor for this existing drum brake is 1.27.
A modification of the brake shoe has been made and the value of the brake factor
increased to 2.57 as shown in Table 4.

3.2 Modal Analysis

Tables 5 shows the result of the natural frequency of the existing brake shoe by
using experimental and numerical modal analysis. The mode shapes are similar to
each other. Mode 1 is the first torsional mode and mode 2 is the second torsional
mode. Meanwhile mode 3 is the first bending mode and lastly mode 4 is the third
torsional mode. Through the statistical test evaluation based on a 5% significance
level, there is no significance difference between the experimental and simulation
result. The result of the simulation is acceptable to carry on with the model to
measure the brake torque and the new design. Data from this table can be compared
with the data in Table 6 which shows the natural frequency of the new design.
Table 5 shows the results of the natural frequencies for the modified design
brake shoes. From Tables 5 and 6, the values of the natural frequency for mode 1
and mode 2 of the modified design brake shoes are drastically increased compared
to mode 1 and mode 2 of the original shoes. The modified design of the brake shoe
can produce a high natural frequency than the existing brake shoe. The highest
natural frequency is hard to excite and reduces the probability of resonance of the
brake shoe and also reduces the brake squeal propensity. Consistent with finding by
Rahman et al. [3] that modification of lining of shoes can reduce brake squeal, the
study found that the modification of the length of the brake shoes is also a method
to reduce brake squeal.
Figure 8 presents the brake torque of the drum brake by using simulation for one
and two original brake shoes, and two and four of the new design of brake shoes.
Two new design brake shoes can produce 150 Nm torque compared to 100 Nm
produced by the existing brake shoes while four new design shoes can produce 300
Nm compared to the existing shoes with 150 Nm. The result found that the new
design can produce a higher brake torque than the original design of the brake shoe.
Figures 9 and 10 provide the value of the contact pressure for the existing shoe and

Table 4 Overall brake factor Type of shoe Total brake factor

of drum brake system
Existing shoes 1.27
Modification shoes 2.57
354 S. N. N. Baba et al.

Table 5 Modal analysis of existing shoe

Mode Experimental Simulation
1

1192.4 Hz 1151.7 Hz
2

1974.0 Hz 2147.9 Hz
3

2770.7 Hz 2876.8 Hz

Fig. 7 The new set up for brake torque analysis

Analysis of Drum Brake System … 355

Table 6 Modification shoe Simulation

design

Mode 1: 5047.5 Hz

Mode 2: 7337.9 Hz

the new design shoe. The data shoes that the contact value of the new design shoes
increases compared to the existing shoes. The brake system with four new design
brake shoes produce a higher torque compared to the existing brake shoes because
the total contact pressure is higher and has more contact points. By adding the
contact pressure and contact point at drum, it can help to improve the stability and
braking performance of the drum brake.
356 S. N. N. Baba et al.

Fig. 8 Brake torque analysis

Fig. 9 Contact pressure of existing brake shoe

Fig. 10 Contact pressure of modified brake shoe

 Analysis of Drum Brake System … 357

4 Conclusion

This paper presented a study to improve the existing drum brake by a proposed new
design based on dynamics properties and brake torque investigation. The objective
of this study was achieved by completing the simulation of the new design using the
ABAQUS software to investigate the natural frequency and brake torque mea-
surement. This study found generally that modying the length of the shoe can
increase the natural frequency, brake torque and contact pressure of the drum
brakes. Future research is recommended to fabricate the new design brake shoe to
study the dynamic behaviour by obtained experimental modal analysis so that the
analysis results obtained from analysis can be validated.

References

1. E. and E. United Nation: Uniform Provisions Concerning the Approval of Vehicles of

Categories M, N and O with Regard to Braking (2014)
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Drum Brakes, pp. 1369–1375 (2013)
3. Abd Rahman, M.R., Vernin, G., Bakar, A.R.A.: Preventing drum brake squeal through lining
modifications. Appl. Mech. Mater. 471, 20–24 (2013)
4. Hamabe, T., Yamazaki, I., Yamada, K., Matsui, H., Nakagawa, S., Kawamura, M.: Study of a
method for reducing drum brake squeal. SAE Tech. Pap. (1999)
5. Lee, J.M., Yoo, S.W., Kim, J.H., Ahn, C.G.: A Study on the squeal of a drum brake which has
shoes of non-uniform cross-section. J. Sound Vib. 240(5), 789–808 (2001)
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