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Modelling and Validation of Vehicle Ride Comfort Model

Article in Applied Mechanics and Materials · June 2014

DOI: 10.4028/www.scientific.net/AMM.554.515

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Applied Mechanics and Materials Vol. 554 (2014) pp 515-519
Online available since 2014/Jun/02 at www.scientific.net
© (2014) Trans Tech Publications, Switzerland
doi:10.4028/www.scientific.net/AMM.554.515

Modelling and Validation of Vehicle Ride Comfort Model

Saiful Anuar ABU BAKAR1, a, *, Pakharuddin MOHD. SAMIN2,b
Azhar ABD. AZIZ1,c ,
1
Automotive Development Centre (ADC),
Universiti Teknologi Malaysia, 81310 Skudai Johor.
2
Department of Aeronautics, Automotive and Ocean Engineering,
Universiti Teknologi Malaysia, 81310 Johor, Malaysia
a
saiful@fkm.utm.my, bpakhar@fkm.utm.my, cazhar@fkm.utm.my,

Keywords: Ride model, full vehicle model, 7DOF vehicle ride model

Abstract. This paper presents the development of a validated seven degrees of freedom (7DOF) of
vehicle ride comfort model for a Malaysian made passenger vehicle. The mathematical equations of
the ride model, which consists seven degrees of freedom, are represented. Ride test known as pitch
mode test was conducted to validate the reliability of the developed simulation model. The test was
conducted using a fully instrumented test vehicle where the sensors installed were used to gather
information on vehicle’s vertical and pitch motions. The data collected are used to tune certain
parameters value in the simulation model, to ensure the developed simulation model can be used to
represent the ride dynamics behaviour of the test vehicle. The result shows that the developed
simulation model is capable in representing the ride dynamics behaviour of the test vehicle.

Introduction
Vehicle dynamics models tend of fall into of two categories. The first uses a multi-body
approach to generate the equations of motion, where the vehicle is described as a collection of rigid
bodies connected by appropriate joints and internal forces and subject to external forces. The
second equation of vehicle dynamics modelling is known as simplified model. They are three main
types of simplified vehicle model often used in vehicle dynamics analysis namely quarter car, half
car and full car models.
In quarter car model, only up-down movements of the sprung and unsprung masses are assumed
and the role of the control arm is completely ignored. While, half car model is a combination of
two-quarter car models that included the rotational effects of pitch or roll as well as bounce is
sprung mass motions. For the full vehicle model, it can be divided into a ride model to simulate
road bump test and a handling model to simulate vehicle cornering or braking behaviour.
Full vehicle modelling is more preferred in studying vehicle’s ride comfort performance (and
also to test the developed control algorithm) rather than the quarter car model or the half car model.
This can be looked by others researchers work. [1,2,3,4].
In this study, a ride model is derived based on Ikenaga (2000) and later being validated by the
experimental data. The validation on the developed model is necessary in order to make sure that
the developed model is valid to be used in order to further study vehicle’s ride dynamics or to study
advance suspension system.

Mathematical Modelling of Ride Comfort Model

A vehicle’s ride model is derived based on the work done in [5]. The ride model consists of seven
degrees of freedom namely roll, pitch, bounce and vertical motion of each four wheels. Figure 1
show the vehicle’ ride model.

All rights reserved. No part of contents of this paper may be reproduced or transmitted in any form or by any means without the written permission of TTP,
www.ttp.net. (ID: 103.1.71.85-07/07/14,07:17:08)
516 Mechanical and Materials Engineering

Fig. 1 Seven degree of freedom of vehicle ride model

Based on the 7DOF of ride model in Figure 1, the displacements of the sprung masses are
given by;

a
Z sij = Z b + car θ car − Li α car (1)
2

with Z sij is the total sprung mass displacement (i =f for front, r for rear and j=l for left, r for right),
Zb is the sprung mass vertical displacement at the center of gravity, θ car is the roll angle and α car is
the pitch angle. The distance of centre of gravity to the front axle and rear axle are given by L f and
Lr respectively. The forces acting at each of the suspension ( Fij ) is the sum of the spring force ( Fsij )
and damper force ( Fdij ) . The suspension forces are given by

Fij = F sij + F dij (2)

The spring forces, Fsij in each of the suspension system are given by;

F sij = K sij ( Z uij − Z sij ) (3)

with K sij is the spring stiffness of the spring, Z uij and Z sij are the unsprung mass vertical
displacement and the sprung mass vertical displacement respectively at each side of the vehicle.
The damper forces, Fdij are given by;

. .
F dij = C sij ( Z uij − Z sij ) (4)

. .
with C sij are the damping coefficient of the dampers, Z uij and Z sij are the unsprung mass vertical
velocity and the sprung mass vertical velocity respectively. For the vehicle tires, it is modelled as a
spring and the force acting at tires is usually known as dynamic tire loads, Ftij . For each tires, their
dynamic tire loads are given by;
 Applied Mechanics and Materials Vol. 554 517

Ftij = K tij ( Z rij − Z uij ) (5)

where K tij , Z rij , and Z uij , are the tire stiffness, road input displacement and unsprung mass
displacement respectively.
Using Newton’s Second Law at the vehicle’s sprung mass, the body vertical acceleration, Z

b can
be determined by

F fl + F fr + Frl + Frr = M b Z

b (6)

where M b is the total mass of the vehicle. Angular acceleration during the roll effect, θ

car is given
by;

a a
( F fl + Frl ) car − ( F fr + Frr ) car = I xxθ

car (7)
2 2

where a is the vehicle’s track width and I xx is the moment of inertia about x-axis. The angular
acceleration while the vehicle is in pitch effect, α

car it is given by;

( Frl + Frr ) Lr − ( F fl + F fr ) L f = I yyα

car (8)

with I yy are the vehicle’s wheelbase and moment about y-axis respectively. Acceleration of each
wheel can be calculated using

Ftij − Fsij − Fdij = M uij Z

uij (9)

with M uij are the unsprung masses at each corner of the vehicle. The vehicle ride comfort model
was developed using equations (1) to (9) using Matlab/Simulink.

Validation of Vehicle Ride Model

The developed vehicle ride model was validated with an experimental vehicle in order to
determine the model’s reliability in representing an actual vehicle’s ride behaviours. A Malaysian
made vehicle was used in validating the developed simulation model.
In vehicle’s instrumentation preparations, several types of transducers were used and there are
three-axis sensor that measure vertical, longitudinal and lateral acceleration as well as the rotational
motions (roll, pitch and yaw). The three-axis sensor was located approximately at the centre of
gravity of the vehicle. An amount of 8 units of single axis accelerometer were installed at each
corner of the vehicle, at the sprung and unsprung masses. The accelerometers were used to measure
vertical acceleration of vehicle’s sprung and unsprung masses when the vehicle hit the bump. A
multi-channel Dewetron data acquisition system was used for the data collection.
A pitch test was performed during the experiment. In pitch test, a bump with the dimensions of
2.4m in length, 0.4m in width and 0.075m in height, was used and arranged perpendicularly to the
vehicle’s driving direction. A speed of 20km/h was used during this test. In this pitch test, the front
wheels will hit the bump followed by the rear wheels.
Table 1 shows the vehicle parameters used for the simulation model and Figures 2 to 5 shows
the validation results between the experimental and simulation data. It can be seen that there is a
good correlations between the simulation and experimental data; in terms of responses’ trends.
518 Mechanical and Materials Engineering

Table 1 Vehicle Parameters

Mb 1250 kg Ksfr 17900 N/m
Mufl 50 kg Ksrl 17900 N/m
Mufr 50 kg Ksrr 17900 N/m
Murl 50kg Csfl 3100 Ns/m
Murr 50 kg Csfr 3100 Ns/m
a 1.5 Csrl 3100 Ns/m
L 2.6 Csrr 3100 Ns/m
Ixx 289 kgm^2 Ktfl 23000 N/m
Iyy 3300 kgm^2 Ktfr 23000 N/m
Izz 13350 Ktrl 23000 N/m
Ksfl 17900 N/m Ktrr 23000 N/m

Jerk
1000

800

600

400
Jerk (m/s^3)

200

0
0 0.5 1 1.5 2 2.5 3 3.5
-200

-400

-600

-800

-1000
Time
Simulation Experiment

Fig. 2 Jerk response

Vertical Acceleration
15

10
Acceleration (m/s^3)

0
0 0.5 1 1.5 2 2.5 3 3.5
-5

-10

-15

-20 Time

Simulation Experiment

Fig. 3 Vertical acceleration response

Vertical Displacement
0.04

0.03
Acceleration (m/s^3)

0.02

0.01

0
0 0.5 1 1.5 2 2.5 3 3.5

-0.01 Time

Simulation Experiment

Fig. 4 Vertical displacement response

 Applied Mechanics and Materials Vol. 554 519

Pitch Rate
0.35
0.3
0.25
0.2

Pitch Rate (rad/s)

0.15
0.1
0.05
0
-0.05 0 0.5 1 1.5 2 2.5 3 3.5

-0.1
-0.15
-0.2
-0.25 Time
Simulation Experiment

Fig. 5 Pitch rate response

Conclusions
The validations of the simulation model of 7DOF of the ride model were done, by comparing
the simulation’s results with the results gained from the experiments. Pitch test was done to measure
the vehicle’s ride performance. The road inputs that were used in the built 7DOF model were able
to create the required effect (vertical and pitch motions) and this can be seen clearly by looking at a
good correlations between the simulation and experimental results. This shows that the derived
equations and the built model can be used to represent 7DOF of a full car in order to study the
vehicle’s ride performance. However, certain parameters such as the moment of inertia need to be
fined tuned if the model wants to be used for further research works. This is in order to minimize
the error between the simulation results and the experimental results, which will further create a
reliable and more accurate model.

Acknowledgements
The authors wish to acknowledge the financial support of Ministry of Science Technology and
Innovation, Malaysia, Automotive Development Center, UTM for the support, PROTON Malaysia
for the donation of PROTON PERSONA being used as the experimental car and finally the staffs of
Department of Aeronautic and Automotive, Faculty of Mechanical Engineering, University
Technology Malaysia.

References
[1] Chike,C.,Shim,T. “ 14 Degree of Freedom Vehicle Model for Roll Dynamics Study “, SAE
Paper No.2006-01-1277, 2006.
[2] Hudha,K, “Non-parametric Modeling and Modified Hybrid Skyhook Groundhook Control of
Magnetorheological Dampers for Automotive Suspension System”, Ph.D Thesis, Universiti
Teknologi Malaysia (2005).
[3] Jun Wang, David A. Wilson, Wenli Xu, David A. Crolla, “ Active Suspension Control to
Improve Vehicle Ride and Steady-State Handling.” 44th IEEE Conference on Decision and Control,
2005.
[4] Ossama Mokhiamar, Masato Abe.” Effects of model response on model following type of
combined lateral force and yaw moment control performance for active handling safety”, JSAE
Review 23(2002) 473-480.
[5] Ikenaga.S., Lewis.F.L., Campos.J., Davis.L. “Active Suspension Control of Ground Vehicle
based on Full-Vehicle Model ”, AACC Paper, 2000.
 Mechanical and Materials Engineering
10.4028/www.scientific.net/AMM.554

Modelling and Validation of Vehicle Ride Comfort Model

10.4028/www.scientific.net/AMM.554.515

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