Sae J3213-2023
Sae J3213-2023
Sae J3213-2023
RATIONALE
Commercial vehicle (CV) manufacturers and their suppliers need a standard laboratory method to assess the propensity of
the foundation brakes to generate squeal noise. The early engineering assessment for noise provides a baseline during the
vehicle or brake system development process. This document allows multiple parties to speak to the same parameters
when reviewing squeal noise testing and before vehicle evaluations. A systematic squeal noise test procedure supports the
entire supply chain for the lifetime of the braking system.
FOREWORD
This SAE Recommended Practice relies on prior knowledge of SAE J2521, with roots in the European test procedure,
known as AK Noise, for passenger cars. The AK Noise procedure uses drag mode test modules (applying the brake when
the vehicle speed is constant) and deceleration braking. The squeal noise investigation at the vehicle level commonly uses
brake decelerations at light input forces to evaluate the whole system NVH. This document addresses the need for a global
test procedure for CV using inertia dynamometer testing methods. Several brake systems and friction material
manufacturers have adapted the SAE J2521 matrix to CV brakes in the last decade.
The different noise test modules, specific to typical air-braked CV, follow the structure of SAE J2521 for drag, conditioning,
backward/forwards drags, and deceleration stops. The actual procedure comprises two schedules. Schedule A includes
1127 events in 17 modules with an initial burnish, noise block, and final burnishing, followed by two noise blocks. Schedule B
(optional) consists of 250 events in six modules, including a series of brake heating snubs from the TP-121D procedure,
followed by one noise block. The last block helps assess the brake squeal noise after a high-temperatures.
This document establishes the minimum standard specifications regarding test setup, inertia-dynamometer characteristics,
test sequence, and test report items. Deviations from or changes to this document to accommodate a specific project are
feasible if discussed and agreed upon among the interested parties before commencing the actual staging and testing.
This document owes much to the previous development of SAE J2521. This prior work is gratefully acknowledged.
__________________________________________________________________________________________________________________________________________
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SAE INTERNATIONAL J3212™ JUN2023 Page 2 of 32
TABLE OF CONTENTS
1. SCOPE ....................................................................................................................................................... 3
1.1 Purpose ...................................................................................................................................................... 3
2. REFERENCES........................................................................................................................................... 3
2.1 Related Publications .................................................................................................................................. 3
2.1.1 SAE Publications........................................................................................................................................ 3
2.1.2 VDA Publications ....................................................................................................................................... 3
2.1.3 IEC Publications ......................................................................................................................................... 3
3. DEFINITIONS ............................................................................................................................................ 4
4. TEST EQUIPMENT.................................................................................................................................... 5
5. TEST FIXTURE.......................................................................................................................................... 6
8. TEST CYCLES......................................................................................................................................... 11
1. SCOPE
This SAE Recommended Practice applies to commercial vehicles above 4540 kg of gross vehicle weight rating equipped
with air brakes used under normal operating conditions. The procedure incorporates high and low-temperature test matrices,
but does not fully account for the effects of the environment on brake squeal. Much research is currently underway in this
area. This document defines brake squeal as a peak noise level of at least 80 dB(A) between 500 Hz and 17 kHz for air
disc and drum brakes on on-road vehicles.
1.1 Purpose
This document establishes a standard method to assess the propensity of a brake assembly to generate squeal noise under
various test conditions. The modules use conditions considered more relevant during the development and evaluation of
the braking system.
This document defines a test matrix for air disc or drum brakes using test conditions and steps to investigate the influence
of pressure, temperature, and vehicle speed on squeal noise behavior. Each matrix replicates real-world vehicle conditions
to evaluate brake corner systems or components, including burnishing effects on brake squeal.
2. REFERENCES
The following publications are provided for information purposes only and are not a required part of this SAE Technical
Report.
Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA
and Canada) or +1 724-776-4970 (outside USA), www.sae.org.
SAE J2521 Inertia Dynamometer Brake Squeal Noise Test Procedure for Vehicles without Regenerative Systems
Available from the German Association of the Automotive Industry VDA (Verband der Automobilindustrie e.V.), Behrenstr.
35, 10117 Berlin, http://www.vda.de/en/publikationen/publikationen_downloads/.
VDA 306 Definition of charts for the evaluation of brake noise data/Dynamometer
Available from IEC Central Office, 3, rue de Varembe, P.O. Box 131, CH-1211 Geneva 20, Switzerland,
Tel: +41 22 919 02 11, www.iec.ch.
IEC 61672-2 Electroacoustics - Sound Level Meters - Part 2: Pattern Evaluation Tests
3. DEFINITIONS
To facilitate the application of this SAE Recommended Practice, the following definitions apply.
Retardation torque output from the brake during a brake event divided by the tire dynamic rolling radius. Measured in
Newtons (N).
Linear speed at the onset of brake pressure when the speed reduces during the brake application due to retardation torque
and test inertia.
Drum or disc temperature at the start of the brake application, unless otherwise specified. Measured in degrees Celcius (°C).
Lining temperature at the start of the brake application for burnish and performance check modules. Measured in degrees
Celcius (°C)
Brake retardation force divided by the gross axle weight rating (-).
Instantaneous torque divided by the instantaneous brake actuating pressure. For dynamic brake applications, calculate the
brake-specific torque value between t1 and t2 per 7.1. For brake drag applications, calculate it between t2 and t4 per 7.2.
NOTE: The brake-specific torque depends on the type of foundation brake (s-cam, wedge, or air-disc). Nevertheless, for
assessment and comparison purposes, the values and ranges are specific to the kind of brake system. When
assessing results from different tests, consider other influencing parameters. Some of them include axle loading,
tire size; air actuator type and size; slack adjuster type and length; system hysteresis; caliper with fixed or increasing
lever ratios; drum diameter, and effective disc radius.
Equivalent tire radius generating for a specific tire size the same rotational speed as the tire theoretical rolling circumference
published by the tire manufacturer. Use the tire dynamic rolling radius to calculate the test inertia and the dynamometer
rotational speed. Unless the test requestor provides, determine the rolling radius using Equation 1.
𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟
𝑅𝑅_𝑑𝑑𝑑𝑑𝑑𝑑 = 1000/[2 × 𝜋𝜋 × � �] (Eq. 1)
𝑘𝑘𝑘𝑘
where:
4. TEST EQUIPMENT
4.1 Single-ended brake inertia-dynamometer capable of performing dynamic brake applications with deceleration- or
pressure-controlled brake applications. Also, capable of conducting brake drag at constant pressure and brake drag
with brake pressure profiles.
4.2 Reversible motor and drive control capable of performing the brake drag applications at no less than 90% of the
nominal drag speed.
NOTE: Calculate motor torque based on the highest of the two following values: (1) brake drag at base speed and 1.75 bar
of brake pressure and, when available, (2) motor torque used for electric inertia simulation during dynamic brake
applications.
4.3 Control system capable of performing brake applications at constant pressure, pressure profiles, or constant
deceleration (torque control)
4.3.1 Pressure ramp rate of at least 20 bar/s ± 3.5 bar/s (see 8.1) and a maximum pressure of at least 7 bar.
4.3.2 Overshoot of less than 0.35 bar during dynamic brake applications.
4.3.3 During pressure profiles, average pressure control is within 0.07 bar of the target value (setpoint).
4.3.4 Deceleration control and overshoot within ±0.06 m/s² of the target value (set point).
EXAMPLE: For a 10433 kg (23000 lbf) GAWR, 0.527 m (20.7 inches) tire radius, the deceleration control, and overshoot
limit equal to 165 N·m (1460 lbf·in).
4.4.1 Control the airspeed so it does not blow away wear debris or create noise above the background limit of 70 dB(A)
above 900 Hz. The cooling air remains on during the brake events.
NOTE 1: The 70 dB(A) limit provides sufficient separation to detect noisy brake events above 80 dB(A). Use a
noise-insulating layer to mitigate noise propagation or noise intrusion from the laboratory area.
NOTE 2: Other threshold levels could be more appropriate for specific projects or test facilities. Confirm the background
levels with the test requestor before commencing the test. A higher threshold is acceptable during the burnish
section, which uses a higher airspeed setting.
4.4.2 Set up the inlet duct for cooling air at a reasonable distance away from the outside diameter of the disc. The proper
length ensures cooling times while meeting the background noise level from 3.4.1.
4.4.3 Adjust cooling air to 11 m/s (40 km/h) measured at the duct outlet during burnish and performance verification
modules and 2.8 m/s (10 km/h) for all other modules; if needed, adjust to meet the background noise level per 3.4.1.
Alternatively, adjust cooling airflow to 6600 m³/h during burnish modules and 1330 m³/h for all other modules while
ensuring background noise level per 3.4.1.
NOTE 1: If the above conditions cannot be achieved, define them with the test requestor and document them on the final
test report.
NOTE 2: Since the cooling air setup is a critical subsystem of the inertia dynamometer, which affects test variability and
duration, establish proper definitions and test conditions for the test project. Measure airflow, assess cooling rates
at specific temperatures and test speeds, review cycle times, and observe overall temperature regimes during
the tests to better understand the conditions and effects on squeal noise and friction behavior.
SAE INTERNATIONAL J3212™ JUN2023 Page 6 of 32
4.5 Automatic data collection system capable of recording the following channels digitally at 250 Hz minimum:
4.5.1 Brake equivalent linear speed. Measured in kilometers per hour (km/h).
4.6 Automatic data collection system capable of recording the following channels at 10 Hz minimum:
4.6.2 Brake pad or brake shoe temperature. Measured in degrees Celsius (°C).
4.6.3 Cooling air temperature, relative or absolute humidity (when available), and airspeed (or airflow).
5. TEST FIXTURE
5.1 The default fixture uses a stub (axle-end) from the vehicle. It uses vehicle-level components (hub, hub adaptors,
bearings, seals, mounting or torque plates, brake spider, air actuators, slack adjusters, s-cam shafts, bushings, and
other hardware) to reproduce the wheel-end assembly.
5.2 The test fixture significantly influences the test complexity and logistics associated with the test preparation and setup
and can ultimately affect the dominant frequencies observed during the test. The fixture level specified for a given
project results from many factors and shall remain the same for the same project or noise investigation.
5.3 Specify for the project the method required to drive the brake and the details regarding the driver material and design:
NOTE 1: The drive system and connection to the main dynamometer can significantly influence a brake’s noise propensity
and the dominant frequencies during the test. Document and use the same design and material for the project as
a best practice to reduce test-to-test and dyno-to-dyno variability.
NOTE 2: The spool-driver design should mimic the interface and force distribution of a reference wheel design when
feasible or defined by the test requestor.
5.4 Report the brake fixture level and the drive method used for a test project.
6. TEST INERTIA
Unless the test requestor provides, determine the test inertia at half the GAWR and the tire dynamic rolling radius using
Equation 2.
2
𝐼𝐼 = (GAWR⁄2) × 𝑅𝑅𝑑𝑑𝑑𝑑𝑑𝑑 (Eq. 2)
where:
7.1.1 Unless otherwise specified by the test requestor, use new drum and brake shoe linings or new disc and brake pads
for each test.
7.1.2 For brake discs, install a thermocouple at a depth of 1.0 mm, on the inboard face, near the centerline of the braking
surface.
7.1.3 For brake pads, install one thermocouple at a depth of 1.0 to 1.5 mm near the center of the pad’s friction surface.
When testing brake pads with grooves, install the thermocouple at least 4.0 mm from the groove edge on the leading
side of the pad. For inboard pads on single-piston calipers, install the thermocouple on the leading side, between
3 mm and 4 mm from the piston outside diameter near the center of the friction.
7.1.4 For brake drums, install a thermocouple at a depth of 1.0 mm and near the centerline of the braking surface.
7.1.5 For brake shoes, install a thermocouple at a depth of 1.0 mm at the center of the most heavily loaded shoe. The
thermocouple shall be 38 mm from any edge or center groove of a segmented lining. Install a second thermocouple
within 12 mm of the first at a depth of 1.5 mm. use it only if the first malfunctions to prevent accidental overheating
due to thermocouples or wiring failures.
7.1.6 Use the same temperature measurement(s) and location(s) for the same project.
7.1.7 Document and report on the final test report when using a different control thermocouple for the test.
7.2.1 Position the microphone in the vertical plane and perpendicular to the brake axis and pointing downwards. Locate
the center of the microphone:
a. 100 mm outboard from the midpoint between the braking surfaces of the disc or the width of the brake shoe lining.
d. With a minimum distance to the wall enclosure (or noise-insulating layer) of at least 180 mm. See Figure 1.
SAE INTERNATIONAL J3212™ JUN2023 Page 8 of 32
Key:
a: Distance from the midpoint between the
braking surfaces to the center of the
microphone
h: Distance from the shaft axis to the center of
the microphone
Key:
a: Distance from the midpoint of the brake
lining width to the center of the microphone
h: Distance from the shaft axis to the center of
the microphone
7.3.1 Unless otherwise specified by the test requestor, use a microphone conforming to IEC 61672-1 Class 2 or better
with a corresponding windscreen.
7.3.2 Use a calibrator per IEC 60942 of the same microphone class at 1 kHz before and after the test.
7.3.3 Use a frequency analyzer or digital data acquisition system to record the sound spectrum in the time domain. The
system must compute and record narrowband sound pressure spectra using the following parameters and
capabilities:
SAE INTERNATIONAL J3212™ JUN2023 Page 9 of 32
NOTE: Before testing, ensure the noise analyzer has the proper configuration using the A-weighting method. If not, any
plausible post-test correction algorithm is beyond the scope of this document
7.3.4 Measure the sound pressure level (SPL) in dB(A) throughout each brake application for all sections.
7.3.5 Ensure the background noise level inside the test chamber with the cooling air system operating does not have
peaks above 80 dB(A) above 900 Hz.
7.3.6 Noise measurement duration (recording) is the same as the brake application duration for all sections.
7.3.8 Save microphone information as peak hold spectra, time recordings, peak-hold history at fixed intervals, or peak
dB(A), and the corresponding frequency at a specified interval.
7.3.9 Optional—Use accelerometers to validate noisy brake events. Define the quantity, location, and data validation
technique with the test requestor before commencing testing.
7.4.1 Verify all interface components (hubs, torque plates, brake spiders, air actuators, slack adjusters, clevis pins,
s-cams, caliper assemblies, bushings, and mounting hardware) for:
b. Material specifications (which may influence the frequency response of the fixture).
e. Tightening torques.
f. Lubrication.
g. Running clearance.
7.5 Ensure the brake disc or drum setup meets the allowable assembled run-out and disc thickness variation determined
by the manufacturer.
7.6 Set the diametric cage clearance to the value indicated by the test requestor, the vehicle service manual, or the brake
assembly print for drum brakes. If no other information is available, set the diametric cage clearance to 0.6 to 0.8 mm,
measured at the center of the brake shoe. Rotate to detect excessive residual drag and adjust if necessary.
7.8.2 Use a weighing scale with an accuracy of ±1 g for all mass measurements.
7.8.3 Measure wear on the components of the friction material. Even though this SAE Recommended Practice is not a
wear test, measuring the thickness and weight of the brake pads is an important criterion to assess the test results.
7.8.4 Measure each brake pad for initial compressibility at an ambient temperature according to ISO 6310. If available,
verify the value is within the compressibility range or specification indicated by the test requestor.
7.8.5 Measure the thickness of each pad before and at the end of the test. Measure the thickness at eight equally spaced
positions, label 1, 2, 3, and 4 along the outer pad diameter, and label 5, 6, 7, and 8 along the inner pad diameter.
Use positions 1 and 8 for the leading edge and 4 and 5 for the trailing edge. Keep a distance of 12 mm from the
measurement position to any outer edge of the friction material. For measurement positions adjacent to chamfers
or slots, reduce the length to 6 mm. See Figure 2.
NOTE: Using eight measuring positions allows the test technician to assess better the brake pad’s propensity to develop
taper wear. The latter can reduce the useful friction material thickness during a test. In addition, these eight
measuring positions allow for keeping the same positions for brake pads with center slots.
7.8.6 Measure the initial mass of each pad at the test’s start and end. Vacuum and clean the parts before taking the
measurement. Ensure any thermocouple wires or connectors are included (or not) during the mass measurements.
7.8.7 Label clearly and uniquely each pad with the corresponding test number, series number, and orientation (inboard
and outboard).
7.8.8 Take digital pictures before and after the test of each side of the brake disc without conducting wear measurements.
7.9.1 Measure wear on the components of the friction couple. Even though this SAE Recommended Practice is not a
wear test, measuring the thickness and weight of the brake shoes is an important criterion to assess the test results.
SAE INTERNATIONAL J3212™ JUN2023 Page 11 of 32
7.9.2 Measure the thickness of each brake shoe before the beginning and the end of the test. Measure thickness at
12 equally spaced positions, label positions 1 to 6 along the inner side of the drum (wheel side), and label positions
7 to 12 along the outer side (drum opening on the vehicle side).
a. In the case of surface breakouts or edge crumbling, do not consider the affected measurement location for final
measurements and note it on the test report.
b. For measurement positions adjacent to chamfers or slots, reduce the distance to 6 mm. See Figure 3.
c. Use positions 1, 2, 3, 10, 11, and 12 for the brake lining on the s-cam side.
e. Keep a 12-mm distance from the measurement position to the friction material edges and corners. Do not use positions
on the projected tracks of the rivet holes.
7.9.3 Measure the initial mass of each brake shoe at the test’s start and end. Vacuum and clean the parts before taking
the measurement. Ensure any thermocouple wires or connectors are included consistently at each measurement.
7.9.4 Label clearly and uniquely each brake shoe with the corresponding test number, series number, and orientation
(leading and trailing).
7.9.5 Take digital pictures before and after the test of the inner surface of the brake drum without conducting wear
measurements. For the post-test photos, crosshatch with chalk the area which did not develop lining-to-drum
contact during the test.
8. TEST CYCLES
8.1 Dynamic Brake Application for Constant Torque (Burnish or Fade Heating Snubs) or Constant Pressure (Intermediate
Conditioning or Deceleration Stops)
8.1.1 To achieve the target pressure or deceleration level during dynamic braking cycles, use a pressure ramp rate of
5 ± 0.25 bar/s.
8.1.2 Time t0
Start of the brake application cycle and data acquisition per 6.3.6. At this time, the pressure starts to rise at the ramp rate
prescribed in 7.1.1.
8.1.3 Time t1
The control level (pressure or torque) reaches 98% of the target level. At this time, the brake reaches its target level for
torque or pressure control. At time t1, the calculations of the average by time and the average by distance begin.
SAE INTERNATIONAL J3212™ JUN2023 Page 12 of 32
8.1.4 Time t2
Time at the end of averages. At time t2, the inertia-dynamometer data acquisition system terminates the average by time
and average by distance calculations. Time t2 is the end of the stable portion of the brake application, and t2 is when the
speed is two revolutions per minute above the release speed (t3).
8.1.5 Time t3
Time at release speed. At time t3, the inertia-dynamometer servo controller releases the brake (specified in 8.1.3).
8.1.6 Time t4
Time at brake pressure and torque lost. At time t4, pressure and torque are below the minimum thresholds. The
inertia-dynamometer considers the braking event complete.
Figure 4 illustrates the brake operation and the primary time stamps that characterize the dynamic brake cycles for brake
torque/deceleration control. The exact time stamps apply to constant-pressure brake applications, with brake pressure being
the control parameter instead of brake torque.
Key:
1: Brake speed (s)
2: Brake torque (T)
3: Brake pressure (p)
4: Brake temperature (°T)
5: Brake-specific torque (N·m/bar)
a: Brake torque at 98% of setpoint level
b: Brake release speed
t0-t4: Time stamps per 7.1.2 through 7.1.6
8.2 Brake Profiles During Drag Application for Forward-only and Backward/Forward Modules
The control system and the servo controller of the inertia dynamometer shall follow the (symmetrical irregular pentagon)
pressure trace during the brake drag application. To ensure stability and robustness at the lowest brake profile, the profile
for the nominal pressure of 0.5 bar uses a triangular shape instead.
8.2.1 Time t0
Initiation of the brake pressure profile and data acquisition per 3.5.
8.2.2 Time t1
Initiation of brake applications, 0.5 second after t0. At this time, the brake pressure starts to rise. The ramp rate from t1 to t2
provides a rise time to the nominal pressure minus 0.25 bar of 0.5 second. This time enables the activation of the noise
recording to detect any abnormal noise at the onset of braking pressure.
SAE INTERNATIONAL J3212™ JUN2023 Page 13 of 32
8.2.3 Time t2
Time at the start of the 0.1 bar/s pressure profile is equal to one second. At time t2, brake pressure equals the nominal
pressure “p” minus 0.25 bar (for the 1 bar, 1.25 bar, and 1.5 bar), and the calculation of any average-by-time begins.
8.2.4 Time t3
The time at the middle of the brake pressure profile equals 6 seconds. At time t3, brake pressure equals the nominal pressure
“p” plus 0.25 bar.
8.2.5 Time t4
The time at the end of the 0.1 bar/s pressure profile equals 11 seconds. At time t4, the brake pressure equals the nominal
“p” minus 0.25 bar. At time t4, the calculation of average-by-time effectiveness ends.
8.2.6 Time t5
Time at brake pressure and torque lost, equal to 11.5 seconds. At time t5, pressure and torque are below the minimum
thresholds. The ramp rate from t4 to t5 provides a pressure release time from the nominal pressure minus 0.25 bar down to
0 bar of 0.5 second.
8.2.7 Time t6
Completion of the brake pressure profile and data acquisition per 3.5, 0.5 second after t5. This time enables the continuation
of the noise recording to detect any abnormal noise at the release of braking pressure. At time t6, the inertia-dynamometer
considers the braking cycle complete.
Figure 5 illustrates the main time stamps used to characterize the brake drag application at a constant speed during pressure
profiles above 0.5 bar.
Key:
1: Brake speed (s)
2: Brake pressure (p)
3: Brake torque output (T)
4: Brake temperature (°T)
5: Brake-specific torque (N·m/bar)
a: Nominal “p” pressure
b: Nominal “p” pressure plus 0.25 bar
c: Nominal “p” pressure minus 0.25 bar
t0-t6: Time stamps per 7.2.1 through 7.2.7
Table 1 indicates the required pressures for specific time stamps for each braking profile.
SAE INTERNATIONAL J3212™ JUN2023 Page 14 of 32
Figure 6 illustrates the four pressure profiles during brake drag application.
Key:
1: Pressure profile at nominal pressure “p” of
1.5 bar, using a symmetrical irregular
pentagon profile
2: Pressure profile at nominal pressure “p” of
1.25 bar, using a symmetrical irregular
pentagon profile
3: Pressure profile at nominal pressure “p” of
1.0 bar, using a symmetrical irregular
pentagon profile
Figure 6 - Pressure profiles during brake drag modules at constant brake speed
8.3 Constant Pressure for Brake Decelerating During Brake Stops or Snubs (Bedding, Intermediate Conditioning, and
Deceleration modules)
8.3.1 During brake events where the brake speed reduces as a function of the brake torque under constant pressure, the
pressure level is constant after reaching the setpoint.
8.3.2 Apply a pressure ramp rate to provide a rise time to the nominal pressure of 0.5 second.
If the temperature decreases below the IBT for the following braking condition, warm up the brake by conducting dynamic
brake applications from 70 to 0.5 km/h at a deceleration rate of 2.93 m/s² until the brake temperature is 5 °C above the IBT
for the next nominal brake application. If the brake reaches the target temperature during the brake application, interrupt it
immediately without waiting for the release speed. Use a cycle time of 90 seconds ± 5 seconds from the start of one brake
application to the beginning of the next. If the target temperature is not reached within 30 brake applications, reduce the
cycle time and repeat the brake warm-up operations.
SAE INTERNATIONAL J3212™ JUN2023 Page 15 of 32
If the brake temperature exceeds the IBT for the next brake application by more than 5 °C, rotate the brake at 20 km/h until
the brake cools down to within 5 °C of the IBT.
9.1 The different sections within the test matrix combine different speed, temperature, and pressure steps to generate
the total number of brake applications.
9.2 Brake drag cycles use a pressure profile, while dynamic brake cycles (stops) use constant pressure or deceleration.
9.3 Figures 7 to 9 illustrate the sequence of pressure levels for each step during the different types of modules.
9.4 Table 2 indicates the test sequence, modules, cycles, number of brake events, and the specific setpoints for each
type of brake application. The test sequence splits the module into sections combining multiple brake pressures,
speeds, repetitions, and temperature steps.
9.4.1 The (↑) symbol indicates test conditions from the row above apply.
9.4.2 There are two methods for the IBT: FM for friction material temperature and D/D for disc or drum temperature,
depending upon the module.
9.4.3 For module 0 (steps 0.1 to 0.3), steps 2.2, 8.2, and 13.2 use a pressure ramp rate to reach the corresponding
pressure level in three seconds and hold at the target pressure for three seconds.
9.4.4 For module 0 (step 0.4), rotate at a constant speed without brake pressure to record residual drag torque for at
least four complete revolutions.
NOTE: This step only detects abnormal residual torque (with the dynamic torque measurement system) to verify proper
brake adjustment. This measurement does not intend to estimate accurate brake drag in the sense of parasitic
losses or make any inference related to fuel consumption or vehicle range.
SAE INTERNATIONAL J3212™ JUN2023 Page 17 of 32
Braking
/Release Cooling IBT
Speed Airspeed (FM or D/D) Control Level
Total Events Pressure Total Events
Module Description per Module km/h km/h °C bar Control Mode per Step
(REQUIRED) - SCHEDULE A FOR SQUEAL UNDER NORMAL CONDITIONS
Initial inspection and measurements Measure the thickness of the brake shoe and drum (or brake pad and disc), inspect parts for initial condition, fit and function,
and verify the instrumentation setup (including the accelerometer attachment and position when applicable)
Fixture setup and (optional) preloading Setup the brake fixture, connect the brake to the main dynamometer shaft, verify the correct rotation and no unusual
vibration or movement at speed and under load
Microphone calibration Use a calibrated sound source to verify a microphone reading of 94 dB(A) at 1 kHz
Background noise verification Verify background noise is below 70 dB(A) at 900 Hz or higher
0 Brake adjustment check 4 0 Ambient
Braking
/Release Cooling IBT
Speed Airspeed (FM or D/D) Control Level
Total Events Pressure Total Events
Module Description per Module km/h km/h °C bar Control Mode per Step
3 Forward-only drag module (1) — 88 5/5 and 10 ― 1.5, 0.5, 1.25, Profile ―
Figure 7 10/10 1.0
(Eight applications at each
temperature)
Braking
/Release Cooling IBT
Speed Airspeed (FM or D/D) Control Level
Total Events Pressure Total Events
Module Description per Module km/h km/h °C bar Control Mode per Step
9 Forward-only drag module (2) — 88 5/5 and 10 ― 1.5, 0.5, 1.25, Profile ―
Figure 7 10/10 1.0
(Eight applications at each
temperature)
Braking
/Release Cooling IBT
Speed Airspeed (FM or D/D) Control Level
Total Events Pressure Total Events
Module Description per Module km/h km/h °C bar Control Mode per Step
14 Forward-only drag module (3) — 88 5/5 and 10 ― 1.5, 0.5, 1.25, Profile ―
Figure 7 10/10 1.0
(Eight applications at each
temperature)
Braking
/Release Cooling IBT
Speed Airspeed (FM or D/D) Control Level
Total Events Pressure Total Events
Module Description per Module km/h km/h °C bar Control Mode per Step
Background noise verification Verify background noise is below 70 dB(A) at 900 Hz or higher
Microphone calibration Use a calibrated sound source to verify a microphone reading of 94 dB(A) at 1 kHz
End of schedule A
Braking
/Release Cooling IBT
Speed Airspeed (FM or D/D) Control Level
Total Events Pressure Total Events
Module Description per Module km/h km/h °C bar Control Mode per Step
20 Forward-only drag module (4) — 88 5/5 and 10 ― 1.5, 0.5, 1.25, Profile ―
Figure 7 10/10 1.0
(Eight applications at each
temperature)
9.6 Use the following criteria to determine when a brake event is noisy.
9.6.1 At least one peak equal to or greater than 80 dB(A) within the frequency range.
9.6.2 Distance to the closest peak is not less than 150 Hz or 2.5% of the peak frequency.
9.6.3 The peak is at least 6 dB(A) above the mean noise level, measured ±75 Hz (or ±1.25% of the frequency) from the
peak’s frequency.
NOTE 1: The actual test report needs to include charts for the maximum peak and the three loudest peaks for all brake
applications with sound pressure levels equal to or greater than 80 dB(A).
NOTE 2: As the evaluation includes only squeal noises, the treatment of other types of noise that might occur during the
test needs discussion and decision from the test requestor before testing and generating the corresponding test
report.
10.1 To present test results systematically, combine charts and tabular results as the default and minimum test report
structure and layout (see Appendix A).
10.2 Use charts to depict the noisy brake events per 8.6 in relationship with (or as a function of) brake temperature,
pressure, speed, test history, and frequency.
10.3 Include a summary table of noisy brake events per 8.6 and occurrence for different brake applications for each
frequency range. See the example in Table 3.
10.4 Optional—Include digital pictures showing the cooling air setup, fixture design, and driving method.
10.5 Optional—Include digital pictures showing the braking surface of the friction material, the braking surfaces of the
brake disc or drum, and the noise insulator (when applicable) at the end of the test.
SAE INTERNATIONAL J3212™ JUN2023 Page 24 of 32
Frequency Range Threshold Overall Decel Drag B/F Overall Decel Drag B/F
≥70dB(A) 1147 776 260 111 94.1% 92.9% 98.5% 92.5%
1 kHz ≤ X ≤ 16 kHz
≥80dB(A) 1051 720 241 90 86.2% 86.2% 91.3% 75.0%
≥70dB(A) 168 56 79 33 13.8% 6.7% 29.9% 27.5%
1 kHz ≤ X ≤ 4 kHz
≥80dB(A) 148 45 72 31 12.1% 5.4% 27.3% 25.8%
≥70dB(A) 17 14 1 2 1.4% 1.7% 0.4% 1.7%
4 kHz < X ≤ 6 kHz
≥80dB(A) 12 9 1 2 1.0% 1.1% 0.4% 1.7%
≥70dB(A) 595 515 50 30 48.8% 61.7% 18.9% 25.0%
6 kHz < X ≤ 10 kHz
≥80dB(A) 567 493 49 25 46.5% 59.0% 18.6% 20.8%
≥70dB(A) 264 147 99 18 21.7% 17.6% 37.5% 15.0%
10 kHz < X ≤ 14 kHz
≥80dB(A) 246 139 93 14 20.2% 16.6% 35.2% 11.7%
≥70dB(A) 103 44 31 28 8.4% 5.3% 11.7% 23.3%
14 kHz < X ≤ 16 kHz
≥80dB(A) 78 34 26 18 6.4% 4.1% 9.8% 15.0%
Total number of brake applications: 1219 835 264 120
11. NOTES
A change bar (l) located in the left margin is for the convenience of the user in locating areas where technical revisions, not
editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title
indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original
publications, nor documents that contain editorial changes only.
This guideline defines the charts for the evaluation of brake noise. It is valid only for test runs with a brake assembly on the
brake tester or vehicles on a chassis dynamometer. In examining several brakes, use the charts individually for the
respective brake data.
This chart illustrates the cumulative occurrence as a function of sound pressure level overlaid with recommended rating
levels. The rating represents a systematic ranking consolidating legacy evaluation systems using letter coding (AAA-F) to
avoid confusion with the more familiar “standard rating” numbers one through ten. This rating provides an exact definition
while still allowing companies to use their own (often existing) interpretations of what is a “9” or a “borderline” result. See
Figure A1.
Acceptance
100
AAA
AA
10
A
BBB
Cumulated Occurrence / %
BB
B
CCC
CC
C
D
1 E
F
Overall
0.1
70 75 80 85 90 95 100 105 110 115 120
Figure A1 - Acceptance chart for cumulative noise occurrence per peak SPL (example data)
Courtesy of EKB/VDA 306
Companies within the EKB NVH working group used various definitions of the graph in the past. Most use a line intercepting
the vertical axis at 20% for 70 dB(A) and the horizontal at 0.1% for 110 dB(A). So this line (labeled “B”), as it is widely used,
was chosen to define the slope for all other (parallel) lines to complete the noise rankings.
With the slope set, all other lines are given by their cumulative occurrence values at 70 dB(A) chosen as 0.5%, 1%, 3%,
5%, 10%, 20%, 50%, 100%, 200%, 500%, 1000%, and 2000%. The line at 3% (“A” ranking) intersecting the 70 dB(A) level
at 3% (and approximately intersecting 95 dB(A) at 0.1%) is relatively standard. Even though the 3% step was not in line
with the overall series, it considers current test reports and noise evaluation criteria among companies. The lines of
equivalent rating in Figure A1 are derived using Equation A1.
SAE INTERNATIONAL J3212™ JUN2023 Page 26 of 32
where:
ℎ𝑆𝑆𝑆𝑆𝑆𝑆−𝑅𝑅 = cumulative noise occurrence at a given SPL for a given rating line (AAA-F)
ℎ70−𝑅𝑅 = cumulative noise occurrence at 70 dB(A) for a given rating line (AAA-F)
𝑆𝑆𝑆𝑆𝑆𝑆 = sound pressure level at which the rating line value is investigated
Table A1 - Cumulative noise occurrence at given SPL and rating lines AAA-F
Display the frequency of noisy brake events at the prominent peaks and the corresponding IBT during the test sequence.
Optionally, include different temperatures, e.g., brake pad. See Figure A2.
Display the SPL for all the noisy brake events during the test sequence. See Figure A3.
Figure A3 - History chart for peak SPL and braking history (example data)
Courtesy of EKB/VDA 306
Display the loudest instance of squeal within the frequency range and its associated frequency for each brake application.
See Figure A4.
Display the three loudest instances of squeal within the frequency range and their associated frequency for each brake
application. See Figure A5.
A.1.7 Bar Charts of Occurrence, Maximum and Median Sound Pressure Level, and Maximum and Mean Squeal
Duration versus Frequency per VDA 306
Display the percentage(s) of noisy brake events (main peaks only) in the corresponding frequency class per Figure A6 (top
chart). Display the maximum and average (or mean) sound pressure level of the main peaks in the corresponding frequency
class. See Figure A6 (middle chart). To report the squeal duration per VDA 306, display the main peak’s maximum and
average (or mean) duration in the corresponding frequency class. See Figure A6 (bottom chart).
SAE INTERNATIONAL J3212™ JUN2023 Page 29 of 32
Display the frequency of noisy brake applications for the main peaks and the average friction coefficient along the test
sequence. Display the friction coefficient as a function of brake pressure and peak sound level (below or above the noise
threshold) per Figure A7 (top chart). Display the friction coefficient as a histogram for all brake applications and the
corresponding empirical cumulative distribution function per Figure A7 (bottom diagram). Use a class interval of Δµ = 0.02
to ensure compatibility with the coefficient of friction statistics following VDA 300.
SAE INTERNATIONAL J3212™ JUN2023 Page 30 of 32
A.2.1 Bar Chart for Absolute Occurrence of Noisy Events per Average Pressure Level
Display the number of noisy brake events as a percentage of the total number of brake applications for each average
pressure during brake drag sections. See Figure A8.
Figure A8 - Bar chart for noise occurrence versus average brake pressure (example data)
Courtesy of EKB/VDA 306
SAE INTERNATIONAL J3212™ JUN2023 Page 31 of 32
A.2.2 Bar Chart for Absolute Occurrence of Noisy Events per Initial Disc/Drum Temperature
Display the number of noisy brake events as a percentage of the total brake applications for each specific IBT for the entire
test. See Figure A9.
Figure A9 - Bar chart for noise occurrence versus IBT (example data)
Courtesy of EKB/VDA 306
A.2.3 Bar Chart for Absolute Occurrence of Noisy Events per Initial Braking (or Drag) Speed
Display the number of noisy brake events as a percentage of the total number of brake applications for each different initial
braking speed for dynamic or brake drag applications for the entire test. See Figure A10.
Figure A10 - Bar chart for noise occurrence versus initial braking (or drag) speed (example data)
Courtesy of EKB/VDA 306
SAE INTERNATIONAL J3212™ JUN2023 Page 32 of 32
A.2.4 In-Stop Friction Coefficient and Temperature Chart per Brake Application
Display the in-stop and average specific torque for all brake applications (at least 16 during the burnish section). See
Figure A11.
°C Section 1 ST
800
Burnish, 40-40 kph, 120°C 3500
700 3000
600
2500
500
2000
400
1500
300
1000
200
100 500
0 0
12 25 37 50 62 75 87 100 112 125 137 150 162 175 187 200
Application Number
ST °C Section 2 Section 8 °C ST
Performance Stops, 80-0.5 kph, 100°C Performance Stops, 80-0.5 kph, 100°C 800 3500
3500 800
600 600
2500 2500
500 500
2000 2000
400 400
1500 1500
300 300
1000 1000
200 200
0 0 0 0
1 2 3 4 5 6 7 1 2 3 4 5 6 7
3000 700
600
2500
500
2000
400
1500
300
1000
200
500 100
0 0
1 2 3 4 5 6 7
Application Number
Brake Temperature Specific Torque Average Specific Torque
Figure A11 - In-stop specific torque and brake temperature graph (example data)