Journal of Vibration and Control

Journal of Vibration and Control
http://jvc.sagepub.com
Design of a Simple Controller to Control Suspension Bridge Non-linear Vibrations due to Moving
Loads
M. Abdel-Rohman
Journal of Vibration and Control 2005; 11; 867
DOI: 10.1177/1077546305054787
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Design of a Simple Controller to Control Suspension

Bridge Non-linear Vibrations due to Moving Loads
M. ABDEL-ROHMAN
Department of Civil Engineering, Kuwait University, PO Box 5969, Safat 13060, Kuwait
(marohman@kuc01.kuniv.edu.kw)
(Received 2 July 20031 accepted 10 March 2005)
Abstract: The flexibility and low damping of the long span suspended cables in suspension bridges make
them prone to non-linear vibrations due to wind and moving loads. In this paper we consider the dynamic
response of a suspension bridge due to a vertical load moving with a constant speed on the bridge deck.
Control mechanisms are suggested to generate control forces to control the non-linear vibrations in the bridge
deck and the suspended cables. A simple design is presented for the controller based on the feedback of
the velocity measurements taken at the control force location. The design is made first on a linear model
before applying it to the actual non-linear system. The method is applied on three different types of control
mechanisms. Comparison between the controlled responses using the three controllers indicates that, in
addition to the method of designing the control actions, the feasibility of the active control depends mainly
on the type of the control mechanism.
Key Words: Active control, non-linear vibrations, suspension bridges, structural control
1. INTRODUCTION
Long steel suspended cables, such as those used in suspension bridges, are prone to vibrations induced by wind and moving traffic loads. Suspended cables supporting bridge decks
are tensioned due to their own weight, the weight of the bridge deck, and the traffic loading.
When the suspended cable is subjected to any disturbance due to wind or vertical moving
loads, and because of the coupling between the motion of the bridge deck and the motion of
the suspended cable, the system behaves non-linearly due to the flexibility of the cable. Such
a response affects the safety and serviceability of these flexible structures. Abdel-Rohman
and Spencer (2004), Lee and Perkins (1992), Luongo and Piccardo (1998), and Rao and
Iyengar (1991) have studied the non-linear vibrations of a suspended cable due to wind or
periodic excitations. Abdel-Rohman and Spencer (2004) have shown that introducing a small
damping to the suspended cable improves its galloping response tremendously. Passive control can provide, in some cases, a good solution to control the non-linear vibration response in
cable-stayed or suspension bridges (Abdel-Rohman and Askar, 19961 del Arco and Aparicio,
19991 Chang et al., 20031 Murphy and Collins, 20041 Phongkumising et al., 2001). The active control of flexible structures is a valuable new technology to enhance the functionality of
flexible structures and to ensure their safety. The control of the non-linear vibration response
Journal of Vibration and Control, 11: 867885, 2005

1 2005 Sage Publications
1
DOI: 10.1177/1077546305054787
868 M. ABDEL-ROHMAN
of suspension and cable-stayed bridges due to wind or traffic loading has attracted the interest
of many researchers (Abdel-Rohman and Askar, 19941 Huynh and Thoft-Christensen, 20011
Wilde et al., 20011 Thoft-Christensen, 20011 Preumont and Frederic, 2002). Because of the
high cost of active control technology, some attempts have been made to combine active and
passive control1 this is now called semi-active control (Agrawal et al., 20031 Johnson et al.,
2003). Spencer and Nagarajaiah (2003) have reviewed the recent and rapid developments in
semi-active structural control and their implementation in full-scale structures. Benchmark
control problems for cable-stayed bridges have been studied by Dyke et al. (2003) and
Park et al. (2003). The design of active control actions can be achieved using classical and
modern control design methods (Mahmoud et al., 19851 Leipholz and Abdel-Rohman, 19861
Anderson and Moore, 19901 Lin, 1997). A reliable active control system depends on using a
feasible control mechanism and a good design of the control actions to ensure the dynamic
stability of the controlled structure.
In this paper, we present the non-linear vibration response of the suspended cable and
the suspension bridge deck due to vertical moving loads. To control non-linear vibrations of
bridges, three different control mechanisms are suggested to generate control forces on the
bridge. One mechanism consists of a rigid vertical link or a pre-tensioned vertical cable connecting the bridge deck with the suspended cable by an actuator. The other two mechanisms
depend on using pre-tensioned cables and a rigid vertical link in the form of a king-post truss
(Abdel-Rohman and Nayfeh, 1987). The active control force is generated by an electrohydraulic actuator, which is installed between the rigid vertical link and the bridge deck or
the suspended cable. The electro-hydraulic actuator response should be designed to keep the
structure safe, stable, and serviceable as desired. The design of the actuator response utilizes the information received from the sensors, which are placed at specific locations on the
structure to measure the deflection, velocity, and2or acceleration responses (Leipholz and
Abdel-Rohman, 1986). Since the design of the control law for non-linear systems is more
involved (Zribi et al., 2004), we present a simple design for the active control force to control
the non-linear dynamic response of the suspension bridges due to the moving loads.
The design of the controller is based on the feedback of the velocity measurements taken
at the control force location. The design is first utilized on a linear model before applying
it to the actual non-linear model. The method is applied on three different types of control
mechanisms. Comparison between the controlled responses using the three controllers has
indicated that the feasibility of active control in civil engineering structures depends mainly
on the type of control mechanism and not only on the design method of the control actions.
2. EQUATIONS OF MOTION
The basic equations of motion of the suspended cables are defined in Abdel-Rohman and
Spencer (2004), Irvine (1992), Luongo and Piccardo (1998), and Rao and Iyengar (1991).
According to the displacement directions defined in Figure 1, the general equations of motion
are
SUSPENSION BRIDGE NON-LINEAR VIBRATIONS 869
Figure 1. Displacements directions of suspended cables.
1
2
1 2x 3 U 4
1
1 2U
4 m 2
2To 3 3 4
1s
1s
1t
1
2
1V
12V
1
1 2y 3 V 4
4 5mg 3 m 2 3 c
3 f 5 2s6 t4
2To 3 3 4
1s
1s
1t
1t
1
2
1
1W
1W
12W
4 m 2 3c
3 f 7 2s6 t4 8
2To 3 3 4
1s
1s
1t
1t
(1)
(2)
(3)
Here, s is the spatial coordinate along the cable curved length, t is the time, x is the
horizontal coordinate along the cable span, y(s) is the cable static profile, U 2s6 t4 6 V 2s6 t4 6
and W 2s6 t4 are the displacements in the tangential, vertical, and transversal directions, respectively, To is the static tension, 3 is the additional dynamic tension in the cable, c is the
damping coefficient, m is the mass of the cable per unit length, and f 5 2s6 t4 and f 7 2s6 t4 are
the external loading per unit length in the vertical and transverse directions, respectively.
The non-linear straindisplacement relationship during the deformation of the cable is
given by
3
ds 7 5 ds
4
E A6
ds
(4)
where E is the modulus of elasticity and A6 is the cross-section area of the suspended cable.
The deformed cable segment, ds 7 , and the undeformed cable segment, ds, are defined as
ds 72 4 2dx 3 1U 42 3 2dy 3 1 V 42 3 21 W 42
(5)
ds 2 4 dx 2 3 dy 2
(6)
where x and y are the horizontal and vertical Cartesian dimensions, respectively.
A two-hinged bridge deck is supported by the suspended cables using vertical hangers
located at s = si on the cable and at x = xi on the bridge deck. A control mechanism consists
of a rigid vertical link or a pre-tensioned vertical cable connecting the bridge deck with the
suspended cable by an actuator. The actuator is used to apply a vertical control force u(t)
at the mid-span on the bridge deck and the mid-span of the suspended cables, as shown
870 M. ABDEL-ROHMAN
Figure 2. Suspension bridge model with the 1rst control mechanism.
in Figure 2. The equations of motion can be simplified based on the assumption of a small
curvature regime and neglecting the tangential motion in the case of zero longitudinal loading
as follows:
1
2
1W
12W
1
1W
(7)
4 m 2 3c
3 f W 2s6 t4
2To 3 3 4
1s
1s
1t
1t
1
2
1
1 2y 3 V 4
1V
12V
4 5mg 3 m 2 3 c
3 f 5 2s6 t4 5 u2t4 9 2s 5 s8 4
2To 3 3 4
1s
1s
1t
1t
5
N
3
ki 2Z i 5 Vi 4 92s 5 si 4
(8)
i41
14 Z
1Z
12 Z
E I 4 3 cb
3 mb 2
1x
1t
1t
P9 x 5 x p 5
N
3
ki 2Z i 5 Vi 4 9 2x 5 xi 4
i41
5 u2t4 9 2x 5 x4
8 8
(9)
Here, EI is the flexural rigidity of the bridge deck, cb and mb are the damping and mass
per unit length of the bridge deck, respectively, P is the magnitude of the moving load, which
8 ki is the stiffness
is moving with a constant speed 58 and at any time is located at x 4 x p 4 5t,
of the vertical hanger I, which is located at xi along the bridge deck of span
and located at
si along the suspended cable of span
6 , u(t) is the concentrated active control vertical force,
which is located at the mid-span, x8 4 085
and s8 4 085
6 , and Z(x, t) is the vertical response
of the bridge deck. The notations Z i and V i indicate the deflection response of the bridge
deck and the suspended cables at x = xi and s = si , respectively, and 9 is Dirac delta function,
which is used to introduce the concentrated forces into the differential equations.

The displacement functions W 2s6 t4, V 2s6 t4 6 and Z2x6 t4 are considered to be the contribution of the first modes of vibrations. They are assumed to be given by the following
equalities
W 2s6 t4 4 2s4 L 2t4
(10)
V 2s6 t4 4 2s4 A 2t4
(11)
Z 2x6 t4 4 2x4 B 2t4
(12)
where 2s4 and 2s4 are the first mode shape of the suspended cable in the transversal and
vertical directions, respectively, which can be determined using the linear theory of cables
to satisfy the boundary conditions (Irvine, 1992). For a hingedhinged suspended cable, the
first mode shapes for 2s4 and 2s4, which satisfy the boundary conditions, are
2s4 4 sin
6 s 7
(13)
6 s 7
6
6 7
6 s 77
9 sin
5
cos
2s4 4 ko 1 5 tan
2
(14)
where ko is a constant chosen to make 2085

6 4 4 1, and is a constant used in order to
satisfy the boundary conditions 204 4 0 and 2
6 4 4 08
For a simply supported bridge deck, the mode shape 2x4, which satisfies the boundary
conditions Z206 t4 4 0 and Z2
6 t4 4 0, is
2x4 4 sin
6x 7
(15)
Substituting equations (10)(12) into equations (7)(9) and applying an integral transformation, we obtain, respectively, the equations of motion of the suspended cable in the
transverse and vertical directions and the vertical motion of the bridge deck:
L
3 2 7 L 3 27 L 3 c5 L A 3 c6 L A2 3 c7 L 3
4
F7 2t4
(16)
A
3 2 5 A 3 25 A 3 c1 A2 3 c2 L 2 3 c3 A3 3 c4 AL 2 3 F5 2t4
4 c11 u 3 d1 B 3 d2 A
(17)
B
3 2 b b B 3 2b B
4
P 6 sin2t4 3 c8 B 3 c9 A 3 c10 u8
(18)
Here, is the damping ratio in the suspended cable, 7 and 5 are the natural frequencies of the cable in the W and V directions, respectively, b is the damping ratio in the bridge
deck, b is the natural frequency of the bridge deck, 4 2 5
4
8
where 58 is the speed of the
moving load P6 P 6 4 22P42m b
4, and the constants ci and di are as defined in Appendix A.
872 M. ABDEL-ROHMAN
The design of the active control force u(t) can be obtained by several methods. A simple
design method is to express u(t) as a function of the output response of the system without
the need to estimate the state variables of the higher-order modes. Since the system here is
non-linear, we can base the design on a linear system model. A linear system model can
be obtained by ignoring the non-linear terms based on the fact that most civil engineering
structures are usually weakly non-linear. We can also linearize the non-linear system around
an equilibrium state. The linear system model considered for the sake of designing the
control force is defined as follows:
L
3 2 7 L 3 27 L
F7 2t4
(19)
A
3 2 5 A 3 25 A 4 c11 u 3 d1 B 3 d2 A 3 F5 2t4
B
3 2 b b B 3 2b B 4
(20)
P 6 sin2t4 3 c8 B 3 c9 A 3 c10 u8
(21)
It is obvious from equation (19) that the linear response in the W direction is uncontrollable due to locating the control force at the mid-span. This response can be controlled if the
actuator is located away from the mid-span. However, it has been shown by Abdel-Rohman
and Spencer (2004) that the lateral response W due to wind is small as compared with the
vertical response V. In the case of the vertical moving load excitation considered here, where
the wind forces FW 2t4 4 0 and FV 2t4 4 0, the lateral response W is expected to be very
small and does not need to be controlled. Therefore, the design of the control force u(t) will
depend on the linear system defined by equations (20) and (21), which can be expressed in a
state matrix form as follows:
X 4 Ao X 3 Bo u2t4 3 f 2t4
where
8
Ao
Bo
0
1
0
0
9 252 3 d2 4 252 5 4
d
0
1
9
5
4 9
0
0
0
1
2
c9
0
2c8 5 b 4 252 b b 4

8

8
0
0

9 c11
9
F5 2t4
8

9
4 9

0 f 2t4 4
0
6
P sin2t4
c10

A

9 A

X 4 9
B

B
(22)
The control force u(t) can be expressed in general as

U 2t4 4 5K X
(23)
where K is a general gain matrix of dimension 21 9 44.

The design of the elements of the gain matrix K requires the knowledge of the state
B6 B4,
which represent the generalized coordinates of the first modes in the
variables 2A6 A6
V and Z directions. Although these states can be estimated using observers and filters to
enable the design of the K matrix by various methods, such as the optimal control method
or the pole-placement method (Leipholz and Abdel-Rohman, 1986), the proposed design
method in this paper is based on the measured velocity response at the same location as the
control force. The measured responses include, of course, the contribution of all higher-order
modes. The design of the control force here depends on the assumption that the measured
responses are the contribution of the first modes only. When using velocity feedback from
velocity measurements collocated with the control forces locations, it has been proven by
Balas (1979) and shown by Abdel-Rohman and Leipholz (1984) and Abdel-Rohman (1986)
that the higher-order modes do not affect the stability of the controlled linear system. The
stability of a weakly non-linear controlled system can be checked by studying the stability of
a linearized system, which is obtained by perturbing the non-linear controlled system about
an equilibrium state (Nayfeh and Mook, 1979).
The control force can be designed according to the following velocity feedback control
law:

u2t4 4 Z2085
6
t4 4 2085
4 B2t4
4 B2t48
(24)
The gain factor can be chosen so as to make the damping ratio of the first mode of the
bridge deck reach a certain specified value. If the gain matrix K in equation (23) is designed
to satisfy the placement of specified poles (Abdel-Rohman and Leipholz, 1978), the state
B6 B4
need to be estimated using an observer or filter, and the contribution
variables 2A6 A6
of the higher-order modes should be checked to guarantee the stability of the controlled
system (Leipholz and Abdel-Rohman, 1986).
3. NUMERICAL EXAMPLE
Numerical computations are made for an equivalent suspended cable (instead of two parallel
suspended cables) of length
6 4 200 m, diameter D 4 10 cm, mass m 4 62 kg m51 ,
tension in the cable H 4 2 9 106 N, axial stiffness E A6 4 1857 9 109 N, and damping
ratio in the cable 4 081%. The bridge deck parameters are span
4 180 m, mass m b 4
104 kg m51 , and flexural rigidity E I 4 3829 9 1010 N.m2 , the damping ratio in the bridge
deck is b 4 0801, and the speed of the moving load 58 4 27 m s51 . The active control
force u2t4 is applied at x8 4 085
and at s8 4 085
6 . The stiffness of the vertical hangers is
assumed to be constant with ki 4 107 N m51 , and the hangers are spaced at every 10 m on
the horizontal axis (i.e. x 1 4 0, x2 4 10, x3 4 20, to x N 4 180 m). From these data, the
natural frequencies for the cable and the bridge deck are determined from the expressions
defined in Appendix A to be 7 4 5 4 288 rps, b 4 08552 rps. With these assumed
data, the parameters defined in Appendix A are calculated as: d1 4 16163, d2 4 516197,
c1 4 182196, c2 4 0841, c3 4 08578, c4 4 08565, c5 4 088015, c6 4 085634, c7 4 0855,
c8 4 5111811, c9 4 111834, c10 4 51811 9 1056 , and c11 4 0800016129. For a moving
load of P 4 9 9 104 N, P 6 4 0810 and 4 084712 rps.
874 M. ABDEL-ROHMAN
4. UNCONTROLLED RESPONSE
The uncontrolled response of the non-linear system can be obtained from the numerical
integration of equations (16)(18) using MATLAB, considering the control force u(t) = 0 and
assumed initial conditions. The uncontrolled response of the linear system model is obtained
by solving equations (19) and (20), considering u(t) = 0 and the same initial conditions.
Considering that the initial conditions for displacements are 0.01 m and for velocities are
0.01 m s51 , the response of the linear system model was found to be close to the response
of the non-linear system model, as shown in Figures 3 and 4 for the responses at the midspan for the bridge deck and the lateral and vertical motions of the suspended cable. The
following indices are used to compare, respectively, the displacement response of W, V, and
Z at mid-span for the linear and non-linear systems models:
T
JW
[W 2085
6 6 t4]2 dt
(25)
[V 2085
6 6 t4]2 dt
(26)
[Z 2085
6 t4]2 dt8
(27)
T
JV
4
0
T
JZ
4
0
The response indices for the linear system model were obtained for T = 200 s as (J w =
0.00679, J V = 74.644, J Z = 74.574) compared with the response indices of the non-linear
system model (J w = 0.00671, J V = 71.424, J Z = 71.495) for the same initial conditions.
The responses of the linear and non-linear models are close to each other1 this indicates the
weakness of the non-linear terms.
5. DESIGN OF THE ACTIVE CONTROL FORCE

The eigenvalues of the uncontrolled linear system model are located at 25080028 288i,
5080001 127873i, 50801 0860i4. The first pair of eigenvalues belongs to the uncontrolled
lateral response of the cable, W. The second pair of eigenvalues belongs to the uncontrolled
vertical response, V, and the third pair to the bridge deck response, Z. It may be considered
that the control objective is to select the value of the gain in equation (24) to make the
damping ratio in the bridge deck equal 90%. From this specification and using equation
(21), we determine the value of = 109 and the eigenvalues of the controlled linear model
become located at 25080028 288i6 510956 512886 51886 50824. Applying this control law
to equations (16)(18), the controlled responses of the non-linear system model are obtained
as shown in Figure 5. The increase in the cable vertical response, V, due to the action of the
control force on the cable is obvious. However, the influence of the active damping caused
the cable to respond in a steady-state damped response. The controlled response indices
Figure 3. Uncontrolled response of the non-linear system model.
876 M. ABDEL-ROHMAN
Figure 4. Uncontrolled response of the linear system model.
Figure 5. Controlled response of the non-linear system model using the 1rst control mechanism.
878 M. ABDEL-ROHMAN
Figure 6. Response of the control force for the 1rst control mechanism.
for T = 200 s were obtained from equations (25)(27) as 2J7 4 08006556 JV 4 268816
JZ 4 118784 compared with the uncontrolled non-linear response indices 2J7 4 08006716
JV 4 7184246 J Z 4 7184954. The response index for the bridge deck was decreased by
more than 83%, but the vertical response index for the cable increased by more than 275%.
The response indices for the controlled linear system model are obtained for T 4 200 s
as 2J7 4 080067966 JV 4 3278296 J Z 4 148254 compared with the uncontrolled linear
response 2J7 4 0800679, JV 4 7486446 JZ 4 7485744. The control force response for the
non-linear system model is given in Figure 6.
To have favorable controlled responses for both the bridge deck and the suspended cable,
it is necessary to think of another control mechanism such that the reactions of the control
force are supported by the fixed platforms. Proposals for such control mechanisms are shown
in Figure 7. In these cases, the control force can either be applied on the bridge deck alone
(Abdel-Rohman and Nayfeh, 1987) or on the suspended cable alone. If the control force is
applied on the bridge deck, then the coefficient c11 4 0 is imposed in equations (17), (20),
and (22). If the control force is applied on the suspended cable only, then the coefficient
c10 4 0 is imposed in equations (18), (21), and (22).
The control law for the control force u (t), when applied on the bridge deck only, is
given by equation (24), where 4 20858 9 106 4 is determined from equation (21) to have
a damping ratio in the bridge deck of 50%. With this control law, the eigenvalues of the
controlled linear model become located at 25080028 288i, 50801 127873i, 50833 085i4.
The responses of the non-linear controlled system are obtained as shown in Figure 8 and the
control force response is obtained as shown in Figure 9. The response indices in this case are
obtained as (J w = 0.00677, J V = 10.414, J Z = 10.424), which shows that the response index
for the bridge deck was decreased by more than 85% and the vertical response index of the
cable decreased by more than 85% than those for the uncontrolled non-linear response. To
compare the magnitude of control forces, the following control index is used:
Figure 7. Suspension bridge models with other control mechanisms.
T
Ju 4
[u2t4]2 dt8
(28)
To compare the response index for the control force using equation (28) we obtain Ju 4
7864 9 1011 when the control force is applied only on the bridge deck as opposed to Ju 4
2855 9 1018 for the first control mechanism. Comparisons between the responses shown in
Figures 5 and 6 for the first control mechanism with the responses of Figures 8 and 9 for
the second control mechanism indicate that the second control mechanism is more efficient
than the first control mechanism. This indicates that the feasibility of active control in civil
engineering structures depends mainly on the type of control mechanism and not only on the
design method of the control forces.
The control law for u (t) for the third control mechanism is
4 A2t48

u2t4 4 V 2085
6 6 t4 4 2085
6 4 A2t4
880 M. ABDEL-ROHMAN
Figure 8. Controlled response of the non-linear system model using the second control mechanism.
Figure 9. Response of the control force for the second control mechanism.
Figure 10. Response of the control force for the third control mechanism.
Specifying a damping ratio of 40% in the vertical motion of the cable, we obtain from
equation (20) 4 25684 9 105 4. With this control law, the eigenvalues of the controlled
linear model become located at 25080028 288i, 551826 116869i6 50836 0848i4. The
response of the control force obtained from equation (29) is shown in Figure 10, and the
responses of the non-linear controlled system are obtained as shown in Figure 11. The response indices are obtained as (J w = 0.00677, J V = 8.857, J Z = 8.866) in which the response
index for the bridge deck decreased by more than 87% and the vertical response index for
the cable decreased by more than 87% than those for the uncontrolled non-linear response.
The control force index was obtained as Ju 4 7893 9 1011 , which is close to that obtained
from the second control mechanism.
882 M. ABDEL-ROHMAN
Figure 11. Controlled response of the non-linear system model using the third control mechanism.
To implement any of the control mechanisms, it is necessary to consider the actuator

dynamics, i.e. the equation of motion of the actuator augmented with the equations of motion
of the structural system, the time delay effect, the delay between receiving the measurements
and applying the control action (Abdel-Rohman, 1987), and the sensitivity of the sensors for
the velocity measurements, i.e. using velocity transducers or accelerometers and integrators.
6. SUMMARY
The non-linear vibration responses of the suspended cable and the suspension bridge deck
due to vertical moving loads are studied. To control the bridge non-linear vibrations, three
control mechanisms are suggested to generate a control force on the bridge. One mechanism
consists of a rigid vertical link or a vertical pre-tensioned cable connecting the bridge deck
with the suspended cable by an electro-hydraulic actuator. The other two control mechanisms
use pre-tensioned cables and a rigid link in the form of a king-post truss. The active control
force is generated by an electro-hydraulic actuator, which is installed between the rigid link
and the bridge deck or the suspended cable. The actuator response should be designed to
keep the structure safe, stable, and serviceable as desired.
The design of the controller is based on the feedback of the velocity measurements taken
at the control force location. The design is first utilized on a linear model before applying it
on the actual non-linear model. The design parameter is determined according to specifying a damping ratio for the controlled linear model. The method is applied on three different
types of control mechanisms. It has been shown that the control mechanism in which the
reactions of the control force are supported by fixed platforms is very efficient compared
with the control mechanism in which the reaction of the control force is supported by the
suspended cable. This indicates that the feasibility of active control in civil engineering
structures depends mainly on the type of control mechanism and not only on the design
method for the control forces.
APPENDIX A

6
25
"ds
H
4 5 0
6
m
2 ds

6
185 E A6 0
c1 4

6
m
6
mg
185E A
c3 4 5
H
m
72 "ds

6

6
72 ds
E A6 0
c2 4
2m
6
6 2
2 ds
ds
72 ds
2 ds
884 M. ABDEL-ROHMAN
1
c4
2 E A3
2
1 22
3 m
413
4 4
22 3 3"ds
413
2 2 ds
413
E A3
5
2m
13
33"ds
233"ds
H
E A3 0
165E A3
1 2 0 13
1
2
6 c5 1
6
c
7
m 4 2
m13 413 2
m
3 ds
3 ds
0
1
c6
22"3 ds 6
6
6
413
7
2
2 ds
0
13
425
5
42
2 E A3
2
1 22
3 m
413
32 4 34 2"ds
413
32 ds
413
E A3
5
2m
c9 1
N
8
i11
413
33"342 ds
413
32 ds
33"2 42 ds 6
N
8
ki 2
6
2
7 8xi 9
6 6 c8 1 2
413 2
7
mb1
i11
3 ds
0
ki
2
2
2P
6 p3 1
78xi 928si 96 c10 1 2
6 c11 1
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Design of a Simple Controller to Control Suspension