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Complexity of Vehicle Brake Noise with applications of Active Control of Vibrations & Noise banner
Complexity of Vehicle Brake Noise with applications of Active Control of Vibrations & Noise banner
Self-paced Intermediate

Complexity of Vehicle Brake Noise with applications of Active Control of Vibrations & Noise

4(116)
7 enrolled
996 views
Trainers Rating
4(116)
Course type
Watch to learn anytime
Duration
44 min
Start
Anytime
Language
English
Views
996
  • Lifetime access
  • Interactive Video Lessons
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MILIND AMBARDEKAR
MILIND AMBARDEKARConsultant
AutomotiveNoise & Vibration Engineering

Why enroll

Brake noise remains one of the most challenging NVH issues in automotive engineering. This course provides a structured approach to brake noise diagnosis and control, combining traditional design methods with cutting-edge active noise control strategies.

Essential for NVH engineers, brake system designers, and vehicle dynamics specialists, this training will help professionals implement practical solutions for world-class braking performance in modern passenger cars and EVs.

Understand the need of modal decoupling at the design stage for brake-disc-pad- calliper to mitigate the noise in different frequency bands of harshness

Your instructor

MILIND AMBARDEKAR

MILIND AMBARDEKAR

Consultant

Consultant

Location
India
33Courses
1Articles
287Learners
4Avg trainers rating

Course details

This course delves into the complexities of brake noise, covering its various forms like brake squeal, judder, and rotor-induced vibrations.

Participants will explore Complex Eigen Analysis, Modal Decoupling solutions, and transfer path analysis to diagnose and mitigate unwanted noise. Special focus will be given to designing brake systems for noise elimination, including the role of vacuum pump noise during actuation.

The course will also introduce advanced active control techniques, such as Active Vibration Control and Active Noise Cancellation (ANC), demonstrating their applications in premium vehicles and EVs for superior in-cab quietness.

Course suitable for

Is this course for you?

Perfect for

  • You work in Automotive
  • You're a Noise & Vibration Engineering / Automobile Engineering professional
  • You have some foundational knowledge in the subject
  • You prefer self-paced learning you can revisit

Before you enrol

  • Intermediate level — assumes the fundamentals of Noise & Vibration Engineering
  • Self-paced video, 44 min — watch anytime
New to Noise & Vibration Engineering? Browse beginner courses →

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Course curriculum

The course is readily available, allowing learners to start and complete it at their own pace.

2 lectures44 min
  1. Brake Squeal Transient Phenomenon
    9 min
  2. What are The Passive Control Ways of Automotive NVH
    35 min

Key topics covered

  • Generations of various brake system noise

  • Brake judder, squeal

  • Complex Eigen analysis of brake disc & rotor

  • Modal Decoupling is the Solution !

  • Vehicle-Design for elimination of Brake squeal at all frequencies

  • Transfer path analysis

  • Brake Vacuum pump noise during actuation

  • Active Vibrations control strategies for brake system

  • Active Noise cancellation and Active Sound Design for In-cab of premium cars

Opportunities that await you!

Career opportunities

✎ Where this fits — what comes before, what comes next
Complexity of Vehicle B… Learn Automotive Design… Vehicle NVH performance… A Complete course on au…

Frequently asked questions

A: Uniform oxidation mostly biases brake torque and doesn't sustain a squeal feedback loop. Hydrogen embrittlement needs plating processes and manifests as fracture, not noise drift. Chloride underfilm corrosion lifts the pad locally, reduces effective stiffness, and destabilizes the friction-induced mode. Thermal fatigue of the hat excites judder bands and sits well below squeal frequencies.

A: More clamp force raises energy input and can aggravate squeal modes. A floating architecture with compliance absorbs geometric error before it excites the pad-disc system. Disc runout control helps torque variation but doesn't isolate caliper-induced mode coupling. Higher control gain amplifies structural uncertainty and risks instability.

A: Actuators are isolated from the hydraulic force path and can't remove torque. Electrical saturation doesn't stay purely electrical because the control loop disengages. Saturation collapses the control authority, leaving the passive system intact but noisy. Disc thermal runaway is governed by braking energy, not the small actuator forces.

A: MMC doesn't guarantee alignment once assembled with mating parts. MMC allows geometric error to grow as size departs, which can stack unfavorably. Stiffness isn't defined by a GD&T modifier. Dynamic behavior is directly affected by alignment and constraint conditions.

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