TECHNICAL ARTICLE

Whole Body Vibration Analysis for Drivers of Suspended Cabin

Tractor Semitrailer
P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy
Department of Mechanical Engineering, National Institute of Technology, Tiruchirappalli-620 015, Tamilnadu, India

Keywords
Whole Body Vibration, Suspended Cabin
Tractor Semitrailer Driver, Health Risk,
Estimated Vibration Dose Value, Exposure
Duration
Correspondence
P. Velmurugan
Department of Mechanical Engineering,
National Institute of Technology,
Tiruchirappalli - 620 015, Tamilnadu,
India
Email: velmuruganp_1980@yahoo.co.in
Received: April 1, 2011; accepted: August
20, 2011
doi:10.1111/j.1747-1567.2011.00786.x
Abstract
This work has been conducted to find out the health risk associated with
driving suspended cabin tractor semitrailer. Suspended cabin tractor semitrailer
drivers are exposed to whole body vibration during their work. Some drivers
suffer from low back pain caused by vibration. However, due to the lack
of investigations there is no evidence of relation between the whole body
vibration from the means of conveyance and low back pain. The practical
significance of applying suspended cabin type of tractor semitrailer was tested at
different road conditions as well as in both loaded and unloaded conditions
at different speeds for comfortable driver seat interface (x —longitudinal,
y—transverse, and z —vertical axes). Average running root mean squared
weighted accelerations for suspended cabin tractor semitrailer were between
0.5624 and 1.4368 m/s2 at the driver seat interface in the translational axes.
The acceleration suspended cabin tractor semitrailer drivers are prove to exceed
the upper exposure limit of 8-h work day as outlined in ISO 2631 when they
work continuously.

Introduction through various measures.10 Studies have presented

Numerous research works are being carried out
toward the development of automobile industry
in the present century in which trucks are very
important, especially tractor semitrailers. They have
unique properties and are being used around the
world for the loading and unloading of industrial
goods. Tractor semitrailers are far less comfortable
than cars, buses, and tractors. Previous studies2 – 4
have shown that the off-road vehicle operators are
exposed to high levels of whole body vibration. Low
back pain disorders occurring among professional
drivers have been investigated in several studies,5,6
and the prevalence of several types of low back pain
symptoms among the bus drivers employed at a public
transport company has also been reported.7,8 This
under-estimation is minimized when translational
vibrations (in the x and y axes) are included in the
risk assessment.9 The study suggests that a reduction
in the incidence of disability pensions is obtainable
one or more factors that had a significant or positive
effect on reduction of vibration exposure. While most
of the studies concentrated on factors dealing with
design considerations (e.g., type of seat or cabin
suspension), the results of the review show that
significant reduction of exposure can also be achieved
by factors relating to ‘‘skills and behavior’’ (e.g., speed
or driving experience).11
This study deals with this problem in relation
to the Indian situation and suggests measures that
can reduce the impact of vibrations on drivers.
Indian suspended cabin tractor semitrailer drivers
are exposed to mechanical whole body vibration
during their work and some drivers suffer from
low back pain due to their work environment.
In order to predict the health risk for suspended
cabin tractor semitrailer drivers from vibration, it
is necessary to evaluate the oscillatory motion of
the suspended cabin tractor semitrailer so as to
make a correlation between vibration directed into

Experimental Techniques (2011) © 2011, Society for Experimental Mechanics 1

Whole Body Vibration Tractor Semitrailer Drivers P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy

Table 1 Specification of suspended cabin tractor semitrailer

Wheel base (m) 3.850

Type of engine Diesel
Tractor suspension features front Multiple Leaf spring
side
Tractor suspension features rear Multiple Leaf spring
side
Semitrailer suspension features rear Multiple Leaf spring
side
Axle 3 axles (tractor), 3 axles
(semitrailer)
Total tractor semitrailer weight (kg) 7000
Load conditions (kg) 49,000
Cabin feature Suspended cabin

Figure 2 Suspended cabin.

the body and occupational disease associated with
the vibration. A brief specification of the suspended
cabin tractor semitrailer employed for the testing is
given in Table 1. Suspended cabin tractor semitrailer
was tested at different loadings and on different
road surfaces as well as at different speeds. These
conditions cause various vibration exposures to the
drivers. This research work is mainly focused to
measure the whole body vibration of suspended
cabin tractor semitrailer at driver seat interface under
different conditions such as loaded, unloaded, and
at different speeds and on different road conditions.
The experimental results of whole body vibration
were compared with the health risk guidance
given in ISO 2631.1 The exposure time has been
observed from the health risk guidance zones. The
quantification provided in this study will be useful
to drivers of heavy vehicles transporting industrial
goods.
Materials and Methods
Test vehicles
A number of factors can affect the level of whole
body vibration experienced by a vehicle driver:
vehicle loading, road conditions, speed of the vehicle
etc. However, basic properties such as vehicle
mass, wheelbase, tire size, tire stiffness, and infla-
tion pressure play important roles in whole body
vibration analysis.12 Figure 1 illustrates suspended
cabin tractor semitrailer. The suspended cabin consists
of spring and damper between the chassis and cabin.
Figure 2 illustrates the suspended cabin.
Test conditions
Whole body vibration experienced by the drivers
while driving suspended cabin tractor semitrailer
at different drive conditions such as load on the
vehicle, vehicle speed, and different road conditions
were studied in this work. The tests were conducted
both in rough roads and in smooth roads with
vehicle loaded and unloaded conditions and at
different speed conditions for the combination of
test conditions mentioned in Table 2. Vibration levels
were measured in three mutually perpendicular
directions x: longitudinal, y: transverse, and z: vertical,
at the driver seat interface. Figures 3 and 4 illustrate
the rough road (a paved road) and smooth road
(an asphalt road). An asphalt road has a coefficient
(m−1 ) of 0.15 and its variance of road irregularity

Figure 1 Suspended cabin tractor semitrailer.

2 Experimental Techniques (2011) © 2011, Society for Experimental Mechanics

P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy Whole Body Vibration Tractor Semitrailer Drivers

Table 2 Vibration measurement conditions used in the suspended cabin

tractor semitrailer

Parameters Conditions

Road Rough road and smooth road

Load Loaded and unloaded
Speed 30, 40, 50, and 60 kmph

Figure 5 Measurement location on seat pad accelerometer.

shown in Fig. 5. It consisted of a triaxial accelerom-

eter housed in a semirigid nitrile rubber disc which
was placed under the seat, on a vibrating surface
with the driver sitting on top of it. It detected and
recorded vibration in directions along the body, back-
to-front and side-to-side. Accelerometer outputs were
acquired by a ruggedized laptop personal computer-
Figure 3 Rough road. based signal conditioning, data acquisition, and anal-
ysis system. Cronos-PL/SL was the data acquisition
and analysis system used to convert and amplify the
output of the piezoelectric seat pad accelerometers
into proportional voltage, prior to signal acquisition.
The acceleration wave for root mean squared (rms)
was filtered via integral anti-aliasing filters to avoid
noise entering the Cronos-PL/SL system and then
digitized at 1080 samples per second. The data result-
ing from each track pass was visually inspected for
abnormalities prior to recording to a file.

Figure 4 Smooth road.
(m2 ) is 9 × 10−6 . On the other hand, a paved road
has a coefficient (m−1 ) of 0.45 and its road variance
irregularity (m2 ) is 300 × 10−6 .
Instrumentation
Vibration levels were measured simultaneously
in three mutually perpendicular directions (x: longitu-
dinal, y: transverse, and z: vertical). Triaxial vibration
values on the driver seat were measured by piezo-
electric accelerometers (Bruel and Kjaer type 4322)
Data analysis
The suspended cabin tractor semitrailers were tested
on both the rough road and smooth road conditions
and simultaneously the data were analyzed with
respect to time travel of 360 s per measurement.
The acceleration records were then normalized (to
remove any remaining zero offsets) and frequency-
weighted using the weighting factors kx and ky for
the longitudinal and transverse and kz for vertical
axes, before calculation of rms acceleration values.
The measurements were analyzed according to the
recommendations in British Standard 684113 and ISO
2631.1 This involved the application of frequency
weightings, the use of multiplying factors to allow for
differing sensitivity of the body in different axes,
the calculation of rms values and vibration dose
values (VDVs), and the summation of values over
the different axes.

Experimental Techniques (2011) © 2011, Society for Experimental Mechanics 3

Whole Body Vibration Tractor Semitrailer Drivers
Frequency weightings
The acceleration was frequency-weighted using the
frequency weightings defined in ISO 2631. Root mean
squared vibration magnitudes were calculated from
the frequency-weighted acceleration time histories.
The frequency weightings and multiplying factors
are defined in ISO 2631. The procedures defined in
ISO 2631 are the same for evaluating vibration with
respect to both comfort and health. The weightings
and multiplying factors in Eq. 1 are those defined
in ISO 2631 for evaluating vibration with respect
to health risks. The vibration total value (av ) was
calculated for the vector sum of the translational axes
as outlined by ISO 2631.
 1/2
av = k2x a2wx + k2y a2wy + k2z a2wz (1)
where ‘‘aw ’’ is the weighted acceleration in the
respective axes and k is the multiplying factor as per
ISO 2631.1 When quantifying av for health effects, kx ,
ky = 1.4 for x- and y-axes and kz = 1 for z-axis. The
calculated vibration total values were then compared
to the upper and lower exposure limits of the ISO
2631 health guidance caution zones to determine the
potential health risks.
Vibration dose values
Vibration dose values were calculated for each axis
of whole body vibration using appropriate frequency
weightings and axis multiplying factors. The VDV
gives a measure of the total exposure to vibration,
taking into account the magnitude, frequency, and
exposure duration:
 T 1/4
VDV(m/s1.75 ) = a(t)4 dt (2)
0 values are lower than that in off-road vehicles and
where a(t) is the frequency-weighted acceleration
time history (in m/s2 ) at the input to the body. The
standards suggest that for some exposures, such as
continuous vibration and of low crest factor, the VDV
may be approximated by the estimated VDV in Eq. 3
eVDV = 1.4 av T 1/4 (3)
where av is the frequency-weighted rms acceleration
and the exposure duration is T seconds. ISO 26311
suggests a health guidance caution zone with lower
and upper estimated vibration dose value (eVDV)
levels at 8.5 and 17 m/s1.75 . A comparison of the
guidance given on the evaluation and assessment of
whole body vibration with respect to health in the
ISO 2631 and the British Standard 6841 has been
presented elsewhere.14
4 Experimental Techniques (2011) © 2011, Society for Experimental Mechanics
P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy
Results and Discussion
To quantify the vibration exposure in tractor
semitrailer the weighted accelerations monitored
from the driver seat interface were recorded for
various combinations of test conditions listed in
Table 3. The measurements were analyzed according
to the recommendations in the health guidance
standard for the assessment of whole body vibration
with respect to health (ISO 2631). In this study,
four different speeds with loaded and unloaded
conditions as well as on rough and smooth road
conditions were considered for whole body vibration
assessment in the tractor semitrailer. The trials were
conducted at four speeds in the range of 30–60 km per
hour with loaded condition (49 tons) and unloaded
condition (7 tons). All the data obtained from the
experiments are listed in Table 3. From the vibration
acceleration values measured above in x-, y-, and
z-axes, overall vibration total values are computed
in Eq. 1. Figures 6 and 7 show the vibration values
in x-, y-, and z-axes for various speeds in smooth
and rough roads for loaded and unloaded conditions
respectively.
Frequency-Weighted Acceleration from Tractor
Semitrailer
Table 3 presents the grand average x-, y-, and
z-axes whole body vibration magnitudes mea-
sured on suspended cabin tractor semitrailers
which are 0.3280 m/s2 rms (range: 0. 1458 m/s2
to 0.4344 m/s2 rms), 0.2567 m/s2 rms (range:
0.1128 m/s2 to 0.4128 m/s2 rms), 0.8286 m/s2 rms
(range: 0.4941 m/s2 to 1.2059 m/s2 rms), and these
industrial machines. Industrial machines are oper-
ated in off-road condition and hence the whole
body vibration exposure is expected to be higher
than the measured whole body vibration in this
study, and longer driving behavior would have more
influence toward the vibration transmitted to the
human body.15 It is observed that the seat vibra-
tion magnitudes for driving unloaded conditions are
greater than that for driving loaded conditions both
on smooth and rough roads. On the other hand,
in a tractor semitrailer the seat vibration magni-
tude has increased with increasing the speed. Also,
from Table 3, it may be noticed that the vibration
magnitude of the rough road has a larger vibration
magnitudes than that of the smooth road, which is
obvious. The reason for this can be higher variance
of the rough road than that of the smooth road.
P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy Whole Body Vibration Tractor Semitrailer Drivers

Table 3 Translational driver/seat interface weighted acceleration levels for tractor semitrailer

Measurement x-axis y-axis z-axis av

Vehicle model conditions Speed (kmph) (m/s2 ) (m/s2 ) (m/s2 ) (m/s2 )

Suspended cabin Unloaded 30 km/h 0.3648 0.3056 0.9137 1.1308

tractor semitrailer rough road 40 km/h 0.3891 0.3207 1.0158 1.2370
50 km/h 0.4011 0.3459 1.1309 1.3523
60 km/h 0.4219 0.3652 1.2059 1.4368
Average acceleration 0.3942 0.3344 1.0666 1.2889
Unloaded 30 km/h 0.1458 0.1247 0.4941 0.5624
smooth road 40 km/h 0.1763 0.1468 0.5970 0.6779
50 km/h 0.2047 0.1649 0.6938 0.7854
60 km/h 0.2710 0.2220 0.7450 0.8919
Average acceleration 0.1995 0.1646 0.6325 0.7288
Loaded rough 30 km/h 0.3808 0.2812 0.8634 1.0884
road 40 km/h 0.4108 0.3562 0.9252 1.1981
50 km/h 0.4529 0.3924 0.9762 1.2872
60 km/h 0.4927 0.4128 1.1219 1.4382
Average acceleration 0.4343 0.3657 0.9242 1.2525
Loaded 30 km/h 0.1925 0.1128 0.5569 0.6385
smooth road 40 km/h 0.2239 0.1407 0.6285 0.7294
50 km/h 0.2855 0.1762 0.7034 0.8458
60 km/h 0.3452 0.2206 0.7824 0.9701
Average 0.2841 0.1626 0.6915 0.7950
Grand average acceleration 0.3224 0.2555 0.8346 1.0169‡

‡Indicate likely health risk as outlined in ISO 2631.1

‡Exceeds ISO 2631-1:1997 health caution zone upper limit for an 8 h day.

Figure 6 Acceleration values for driving unloaded on rough and smooth

roads. Figure 7 Acceleration values for driving loaded on rough and smooth
roads.

The frequency-weighted rms acceleration results Predicting the health risk

are presented for tractor semitrailer in Figs. 6
and 7. These graphs depict frequency-weighted
rms acceleration levels recorded at the driver seat
interface, plotted against vehicle forward speed for
travel on the rough and smooth roads. The whole
body vibration levels have been found to increase
with increase in forward speed for both loaded and
unloaded conditions. However, the entire vehicle
demonstrated higher whole body vibration level on
the rough road.
The experimental result of rms weighted acceleration
values was observed with different measurement
conditions on the basis of Table 3. There are two
bounds (lower bound and upper bound) available
in health guidance line of ISO 2631.1 This research
work considers only the upper bound of the health
guidance line. As shown in Fig. 8 weighted rms
acceleration data were compared with health risk
guidance upper bound of the zone to measure the
exposure time. The eVDVs were computed in Eq. 2

Experimental Techniques (2011) © 2011, Society for Experimental Mechanics 5

Whole Body Vibration Tractor Semitrailer Drivers P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy

Conclusions
10

6.3 Unloaded Rough road

Unloaded smooth road The present study was carried out in accordance
Ca Loaded Rough road
Weighted acceleration (m/s2)
4 uti
on loaded smooth road with the measurement of whole body vibration of
zo suspended cabin tractor semitrailer outlined in the
2.5 ne
Health risk
1.6 standard ISO 2631.1 Based on the results,
1 • Vibration magnitudes experienced by the drivers
0.63 increased with travel speed over both the rough
0.4 No known effect and smooth roads.
0.315
0.25
• The vibration magnitude of the rough road is larger
10 dB

0.16
than that of the smooth road because of higher
variance of the road irregularity.
0.1
10 min 0.5 1 2 4 8 24 • On the rough road, within a travel speed of
Exposure duration , h
60 km/h, the most severe acceleration inputs
occurred in the longitudinal axes and vertical axes.
Figure 8 Driving time and health in the health guidance caution zones
Tractor semitrailers incorporating the suspended
from ISO 2631-1.
cabin suspension systems demonstrated smaller
increases in ride vibrations with increasing travel
speed.
and the eVDV for upper bound is 17 ms−1.75 .13 This
• The grand average x-, y-, and z-axes whole body
study considered the eVDV = 1.4 av T 1/4 , depending
vibration magnitudes measured on suspended cabin
on the frequency-weighted acceleration (av ) and the
tractor semitrailers were 0.3280 m/s2 rms (range:
daily vibration exposure time T. The daily vibration
0.1458 m/s2 to 0.4344 m/s2 rms), 0.2567 m/s2
exposure time T was calculated using the equation
rms (range: 0.1128 m/s2 to 0.4128 m/s2 rms),
T = (17)4 /(1.4)4 . (av ).4
0.8286 m/s2 rms (range: 0.4941 m/s2 to 1.2059
Figure 8 illustrates the four measurement condi-
m/s2 rms) respectively.
tions with respect to exposure duration. In each
• The estimated vibration dose values (eVDV =
measurement condition the driving time of the trac-
18.54 ms−1.75 ) of the suspended cabin tractor
tor semitrailer has been clearly identified; even if it
semitrailers have been estimated for a driver’s
crossed the upper bound of ISO 2631 driving time
working time of 8 h. It is clear that the drivers
of the tractor semitrailer. Then the driver becomes
should not be allowed to work for more than 8 h a
fatigued owing to continuous working load. It is
day under current vibration conditions. Suspended
therefore necessary to take rest beyond the nor-
cabin tractor semitrailers should be improved upon,
mal driving time of tractor semitrailer. From Fig. 8
and new work schedules of such drivers should be
it is clear that because of the vibration of the trac-
considered.
tor semitrailer a driver cannot work continuously
beyond 8 h in a day. The eVDVs were 18.54 ms−1.75
from the grand average vibration magnitude on the
overall vibration total value as shown in Table 3. References
According to the eVDVs the safe working time is
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6 Experimental Techniques (2011) © 2011, Society for Experimental Mechanics

P. Velmurugan, L.A. Kumaraswamidhas, and K. Sankaranarayanasamy
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7