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Tractor-trailer modelling and validation

Article in International journal of heavy vehicle systems IJHVS · January 2014

DOI: 10.1504/IJHVS.2014.057802

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64 Int. J. Heavy Vehicle Systems, Vol. 21, No. 1, 2014

Tractor-trailer modelling and validation

Sahril Kushairi
Faculty of Mechanical Engineering,
University Technology MARA,
40000 Shah Alam, Selangor, Malaysia
E-mail: sahril9810@yahoo.com.sg

Reinhard Schmidt
Mechanik, Maschinendynamik u. Simulation,
University of Applied Sciences Osnabrueck,
Osnabrueck, Germany
E-mail: reinhard.schmidt@hs-osnabrueck.de

Abdul Rahman Omar

Faculty of Mechanical Engineering,
University Technology MARA,
40000 Shah Alam, Selangor, Malaysia
E-mail: aro@salam.uitm.edu.my

Ahmad Azlan Mat Isa

Faculty of Mechanical Engineering,
University Technology MARA,
40000 Shah Alam, Selangor, Malaysia
E-mail: matisaaa@hotmail.com

Khisbullah Hudha
Department of Mechanical Engineering,
Faculty of Engineering,
National Defense University of Malaysia,
Kem Sungai Besi,
57000 Kuala Lumpur, Malaysia
E-mail: k.hudha@upnm.edu.my

Abstract: The main purpose of this project is to validate a multibody tractor-

trailer model that was developed and simulated in ADAMS/Car that used
tandem independent suspension system. This newly designed independent
suspension takes the advantage of double wishbone concept. This article
describes the modelling, experimental procedures and validation process used
for a project with Gigant-group in order to obtain a validated trailer model
equipped with the independent suspension. The validation process is important
to ensure that the model dynamics behaviour created follows closely the

Copyright © 2014 Inderscience Enterprises Ltd.

 Tractor-trailer modelling and validation 65

dynamics behaviour of the real trailer. Therefore a multibody model of a

tractor-trailer was developed using ADAMS/Car for this purpose. The model
was then validated by comparing the simulation data and results obtained from
test track on real vehicle.

Keywords: simulation, multibody model, tractor-trailer, suspension, model

validation.

Reference to this paper should be made as follows: Kushairi, S., Schmidt, R.,
Omar, A.R., Mat Isa, A.A. and Hudha, K. (2014) ‘Tractor-trailer modelling and
validation’, Int. J. Heavy Vehicle Systems, Vol. 21, No. 1, pp.64–82.

Biographical notes: Sahril Kushairi is a senior lecturer at the Faculty of

Mechanical Engineering, University Teknologi MARA (UiTM), Malaysia. He
holds a Bachelor in Mechanical Engineering with honours from University of
Bradford, UK and MSc in Aviation Safety and Aircraft Airworthiness from
ENAC and ENSICA in Toulouse, France. Currently, he is doing research in
multibody dynamics and modelling and control of heavy vehicles.

Reinhard Schmidt has been full professor for Mechanics, Dynamics and
Simulation at the Faculty of Engineering & Computer Science of the University
of Applied Sciences in Osnabrueck, Germany, since 1994. He is a member of
the automotive department and head of the laboratory for car body
development. He studied Mechanical Engineering in Bochum and received his
doctoral degree from the University of Bochum.

Abdul Rahman Omar is a Professor at the Faculty of Mechanical Engineering,

Universiti Teknologi MARA (UiTM), Malaysia. He holds an Advance
Diploma in Mechanical Engineering from the same university (an equivalent
honours degree), MSc (Control Systems) and PhD (Computer Integrated
Manufacturing) from Sheffield University and Loughborough University, UK,
respectively. His research area includes quality function deployment,
knowledge based modelling, ergonomics design and system identification.

Ahmad Azlan Mat Isa is an Associate Professor at the Faculty of Mechanical

Engineering, University Teknologi MARA (UiTM), Malaysia. He holds a
Bachelor in Mechanical Engineering with honours from University of Malaya,
Malaysia. He holds an MSc in Engineering and PhD in Rotor Dynamics from
the University of Birmingham and the University of Aston, UK, respectively.
His research interest is in vibration suppression and control.

Khisbullah Hudha is an Associate Professor at the Faculty of Mechanical

Engineering, National Defense University of Malaysia. He holds a Bachelor in
Mechanical Engineering from Bandung Institute of Technology, Indonesia, an
MSc in Engineering and a PhD in Vehicle Dynamics Control from Hogeschool
Utrecht, the Netherlands and Universiti Teknologi Malaysia, respectively. His
research interest includes vehicle dynamics, automotive control and
modelling/simulation of dynamic systems.

1 Introduction

In order to reduce time and cost in the development process the use of vehicle dynamic
simulation software such as ADAMS/Car with a multibody vehicle model has been
66 S. Kushairi et al.

proven to be very useful in the sense that researchers are concerned with assembling a
physical problem rather than writing equation of motion (Blundell and Harty 2004). The
advantage in using this computer-based simulation tool is that manufacturers may
understand the dynamic behaviour of the vehicle by simulating the vehicle model in
different operating condition and hence make appropriate adjustment to the model
parameters for further improvement. This also at the same time has great significance in
money savings for test-beds, test circuits and another devices, which in simulations are
not required (Ales Kruzek 2004).
In the past years the used of simplified vehicle suspension models such as quarter-car
model, half-car model and full car model has been extensively applied in the study of
vehicle dynamics analysis. Redfield and Karnopp (1988) studied the optimal performance
comparisons of variable component suspensions of quarter car model. Yu and Crolla
(1993) examined an optimal self-tuning control algorithm using quarter car model base
on both external and internal disturbances. Hrovat (1993) used quarter car model as a
start to survey the applications of optimal control techniques for the design of active
suspensions on one of his studies. Prokop and Sharp (1995) investigated an active
automotive suspension by road preview on a quarter car model. Burton et al. (1995)
analysed active and passive quarter-car systems and a full-scale test rig. Litak (2008)
used quarter-car model to examine a global homoclinic bifurcation and transition to chaos
excited kinematically by the road surface profile. Belgacem (2012) presented a
methodology for the cancellation of road noise, from the analysis of vibration
transmission paths for an automotive suspension to reduce the vibrations transmitted to
the chassis using quarter-car model. Even though quarter-car model has been proved to
be useful in the studies of vehicle dynamics for designing control strategies, it does not
permit the researchers to study some terms such as pitch or roll (Yue et al. 1989), since
quarter-car model is based on two-mass model i.e. sprung mass bouncing and wheel
hopping (Kim and Ro 2002).
In order to study the pitch or roll effects of vehicle model two quarter-car models are
combined together. This combine models is known as half-car model. Usai et al. (2000)
designed a mixed suspension system for the axletree of a road vehicle based on a linear
model with four degree of freedom using half-car model. Yoshimura et al. (2001) used
half-car model to developed controller for an active suspension system based on linear
control with dynamics absorbers. Gao et al. (2007) used half-car model to investigate the
dynamic response of cars with uncertainty under random road input excitations. Prabakar
(2009) used half-car vehicle model moving with constant velocity. Huang (2010) applied
a road-adaptive nonlinear control integrated with active suspension into a half-car model
by employing road-adaptive algorithm schemes.
The coupling effects of roll and pitch can be studied using full-car model. A
combination of half-car model is known as full-car model. Therefore, full-car model is
actually based on the four identical quarter-car models. Yoshimura and Watanabe (2003)
investigated an active suspension system of a full car model using fuzzy reasoning with
dynamic absorbers. The full-car model is used extensively in the system identification of
a vehicle suspension system to capture the realistic dynamics of a suspension system
(Shun 2011).
 Tractor-trailer modelling and validation 67

2 Challenges to the existing models or method

The used of quarter-car model, half-car and full-car suspension models does not permit
the researcher to incorporate the suspension kinematic structure. The studies conducted
by Kim et al. (1999) show that suspension kinematic structure has significant impact in
the dynamics analysis result as the suspension system becomes more complex such as
double wishbone, multibody type and etc.
Therefore, it is clear that for complex suspension systems that are model based the
quarter-car model will not be as effective as the model that was developed using
multibody dynamics software. The use of multibody dynamic software for instance
ADAMS will allow the researcher to include kinematic structure to the suspension
model. In ADAMS/Car, which is part of ADAMS program, complicated geometric
properties such as roll steer, camber effects and other compliance properties of
suspension can be included to the model being created (Kim and Ro, 2002).
Furthermore any discrepancy in the vehicle model that on quarter-car suspension
model may lead to unnecessary tuning of the model during validation, especially when
the source of error is mainly due to the kinematic or geometric structure of the vehicle
suspension model. In this case the problems may become more serious if a control
algorithm were to be developed based on this particular vehicle model. This situation is
possible to be dealt with when the vehicle and its suspension were initially being
modelled with the help of multibody dynamics software.
Series of four papers (Blundell 1999a; Blundell 1999b; Blundell 2000a; Blundell
2000b) have been published by IMeche that proved the use of multibody dynamics
software such as ADAMS to demonstrate the accuracy of simple efficient model based
on parameters that are amenable to design sensitivity study variations rather than blindly
modelling the vehicle or its suspension as it is.
The use of quarter-car, half-car and full-car suspension model always involved in
deriving equations of motion and arranging the terms for subsequent solution, causes a lot
of tedious work. Also at this stage researchers are prone commit mistakes and also a large
proportion of time is taken solving the equations even though this can be delegated to
existing commercial software package. Thus more efforts are concentrated in dealing
with the equations rather than comprehending the actual dynamics problems being
studied. Using multibody dynamics software such as ADAMS program gives more
opportunity for researchers to concerned with assembling the physical description of the
problem instead of writing equations of motion (Blundell and Harty, 2004) and hence
focus on the dynamics problem.
In addition if any changes occur in the vehicle model parameter, only experts who
developed or studied the equation for that particular quarter-car based model will be able
to make adjustments in the equations, whereas in multibody dynamics model even users
lacking of basic awareness of the method they are using are able to make changes of the
multibody dynamics model parameter (Blundell and Harty, 2004).
68 S. Kushairi et al.

3 Multibody model of the tractor trailer

3.1 Multibody model subsystems

Figure 1 shows the tractor-trailer multibody model that was built in ADAMS/Car version
MD Adams R3. One of the advantages of using ADAMS/Car is that it is possible to
produce test data that is hard or even impossible to measure, e.g., tyre, chassis forces
(Nybacka et al., 2006). The model consists of two main parts, first part is the tractor and
second part is the trailer. The tractor model was divided into nine subsystem which
consist of steering system, brake system, front suspension, rear suspension, front wheel
and tyre, powertrain, tractor body and fifth wheel.

Figure 1 Full tractor-trailer model in ADAMS/Car (see online version for colours)

The trailer model was divided into seven subsystems: trailer body, rear, middle and front
independent suspension of the trailer. Attached to the suspension subsystem is the rear,
middle and front wheel and tyre subsystem.
Figures 2 3 show the actual and ADAMS/Car modelled trailer independent
suspension respectively. This subsystem is comprised of a double wishbone type of
suspension, two air springs and shock absorbers.

Figure 2 Prototype of the newly develop trailer suspension system (see online version for
colours)
 Tractor-trailer modelling and validation 69

Figure 3 Suspension system of the trailer model in ADAMS/Car (see online version for colours)

Figure 4 Position of part n in the tractor trailer model is specified by {Rn}1

3.2 Equations of motion for a part of multibody tractor-trailer model in

ADAMS
ADAMS formulations for rigid body are based on those provided by Wielenga (1987).
Assuming position of part n in a tractor-trailer model is specified by a position vector
{Rn}1 from the Ground Reference Frame (GRF) and a frame that belongs to this part is
O1 as shown in Figure 4. The velocity expression for this nth part is given by
d
{Vn}1 = {Rn}1
dt
A set of Euler angles (Ψ, Φ, θ) is used to define the orientation of the part reference
frame. There are three important frames of reference during transformation O1, Oe, On,
where O1 is the GRF (X Y Z) reference frame, Oe is the Euler-axis frame (Z, X1, Z1) and
On is the resulting nth part frame (X2, Y3, Z1). Assuming Euler matrix for part n of the
model given by matrix and by establishing the transformation from the part frame On to
O1:

 cosψ cos Φ−sinψ cosθ sin Φ − cosψ sin Φ− sinψ cosθ cos Φ sinψ sin θ 
[ A1n ] =  sinψ cos Φ+ cosψ cosθ sin Φ − sinψ sin Φ+ cosψ cosθ cos Φ − cosψ sin θ

 sin θ sin θ sin θ sin Φ cosθ 
70 S. Kushairi et al.

Matrix [B] is the transformation from Euler-axis frame Oe to the part frame On.

sin θ sin Φ 0 cos Φ 

[B] = sin θ sin Φ 0 − sin Φ 
 cos θ 1 0 

when Z and Z1 are parallel and pointing in the same direction. The matrix [B] becomes
singular. In this case an internal adjustment is used to create a new part frame where
Z1-axis is rotated through 90 degrees.
Assume an infinitesimal change in orientation in the part frame of On. This change
can be represented by a vector that will depend on {δγn}n. Therefore angular velocity of
the part in the local part frame can be expressed as {ωn}n. ADAMS requires the
components of these vectors in the Euler-axis frame Oe. Thus the angular velocity in the
Euler-axis frame is actually the time derivative of the Euler angles:
d
{ω n}e = { yn}e
dt
[B] matrix is used for transformation between the part frame and the Euler-axis frame.
d
{δ yn}n = [B] {δ yn}e
dt
{ω n}n = [B]{ω n}e

Now we have a set of kinematic position and velocity variables for the nth part with
components measured in GRF. Also we have a set of orientation and angular velocity
variables measured about the Euler-axis frame:
{Rn}1 = [ Rnx Rny Rnz ]T
{Vn}1 = [Vnx Vny Vnz ]T
{γ n}e = [ψ nx Φny θ nz ]T
{ω n}e = [ω nψ ω nΦ ω nθ ]T
By considering the equations of motions for a rigid body the remaining part variables and
equations can be obtained. Each part may be considered to have a set of six generalized
co-ordinates given by
q j = [ Rnx, Rny, Rnz , ψ n, θ n, Φn]

The translational co-ordinates are the translation of the centre of mass measured parallel
to the axes of the ground reference frame while the rotational co-ordinates are provided
by the Euler angles for that part. The translational forces for any parts are the summed in
the X, Y and Z direction of the GRF. The moments summation takes place at the center
of mass and about each of the axes of the Euler-axis frame. This can be shown by
Lagrange equations as:

d  ∂T  ∂T n ∂Φ
  − − Q j + ∑ i =1 i λi = 0
dt  ∂q j  dq j ∂q j
 Tractor-trailer modelling and validation 71

The kinetic energy T is written in terms of the generalized co-ordinates qj and is given by
1 1
T = {Vn}1T m{Vn}1 + {ω n}Te [ B]T [ I n ][ B]{ω n}e
2 2
Also m is the mass of the part and [In] is the mass moment of inertia tensor for the part
and provided by

 I xx I xy I xz 
 
[ I n ] =  I yx I yy I yz 
 I zx I zy I zz 

The terms Φ and λ represent the reaction force components acting in the direction of the
generalised co-ordinate qj. The term Qj represents the sum of the applied force
components acting on the part and in the direction of the generalised co-ordinate qj. For
simplicity a term for the momentum Pj associated with motion in the qj direction and a
term Cj to represent the constraints:
∂T
Pj =
∂q j
n
∂Φi
Cj = ∑ λi
i =1 ∂q j

This produced the below equation:

∂T
Pj = − Qj + C j = 0
∂q j

The generalised translational momenta {Pnt}1 for the part can be obtained from:
d
{ An}1 = {Vn}1
dt
∂T
{Pnt }1 = = m{Vn}1
∂{Vn}1

The equations indicate {An}1 is the acceleration of the centre of mass. Also one should
note that the kinetic energy is dependent on the velocity but not the position of the centre
∂T
of mass, is equal to zero. Then the equation can be written in more familiar
∂{Rn}1
format:
m{ An}1 = ∑ {FnA }1 + ∑ {Fnc }1 = 0

where {FnA}1 and {Fnc}1 are the individual applied constraint reaction forces acting on
the body. The rotational momenta {Pnr}e for the part can be obtained from:
72 S. Kushairi et al.

∂T
{Pnr }e = = [ B ]T [ I n ][ B ]{ω n}e
∂{ω n}e
Finally, we can write the equations associated with rotational motion in the form
∂T
{Pnr }e − − ∑ {MnA }e + ∑ {MnC }e = 0
∂{γ n}e

{Pnr }e = [ B]T [ I n ][ B]{ω n}e

4 Experimental development

The experiment was carried out with the support from Gigant group. Gigant, currently
based at Dinklage, Germany, is one of the leading manufacturers of trailers and semi-
trailer axles in Europe. All of the data for this suspension is provided by Gigant group.
The test truck that is used to pull the trailer is Scania 124L 400 as shown in Figure 5.

Figure 5 Test truck to pull the trailer (see online version for colours)

The trailer is fitted with an ADMA-G system as shown in Figure 6 and four displacement
sensors. These displacement sensors are attached to left and right of middle and rear
suspension of the trailer. Figure 7 shows the displacement sensor attached between the
trailer chassis and wheel while Figure 8 shows similar attachment of the displacement
sensor also being placed on the left side of the trailer. The relative displacement between
the trailer chassis and wheel were recorded by the Data Acquisition Systems placed in the
truck as shown in Figure 9.
 Tractor-trailer modelling and validation 73

Figure 6 ADMA-G and GPS antenna position on the trailer (see online version for colours)

Figure 7 Displacement sensor attachments to chassis and wheel of the trailer (see online version
for colours)

Once the experimental set up was completed the prototype vehicle was driven by a test
driver. The vehicle was driven forward and gradually increased its speed. Once the
desired speed of 20 km/h was reached and maintained the vehicle was driven through the
test track. During this manoeuvre the vehicle tyres on its left side passed through the
smooth road surface while all tyres on its right passed through the sine road surface as
shown in Figure 10.
The signals were captured as the vehicle approaching the sine road surface and reach
the desired speed of 20 km/h. The aim is to collect the vehicle dynamics data at the
74 S. Kushairi et al.

specified speed which is 20 km/h as the vehicle passed through the test track. The speed
of 20 km/h is chosen in order to minimise the inertia effect of the load and trailer-trailer
that might contribute to the inaccuracy of the signal being recorded. Also at this lower
speed the displacement sensor can operate effectively and give better results. If higher
speed were chosen the results obtained might not be accurate due to the inertia effect that
will cause higher displacement value and at the same time the wire in the displacement
sensor might bend due to excessive up and down relative movement between the trailer
chassis and wheel, hence the signal being captured will be no longer acceptable.

Figure 8 Displacement sensor on left side of the trailer (see online version for colours)

Figure 9 Data acquisition system placed in the truck to record measurements from the ADMA-G
system and displacement sensor (see online version for colours)
 Tractor-trailer modelling and validation 75

Figure 10 The prototype vehicle was driven at 20 km/h with all tyres on its left passing through
the smooth road surface while all tyres on its right passing through the sine wave road
surface (see online version for colours)

Figure 11 The experimental GPS data, road profile and velocity were imposed to the ADAMS/Car
model and results were compared to the experimental measurements (see online version
for colours)

4.1 Model validation

As reasonably correct operation, the simulation must then be validated against real world,
or as near as possible to real world as is available or feasible (Zobel 2005). Figure 11
shows the input and output data being considered during the validation process of the
model. As the model is prepared for the purpose of designing control algorithm for its
suspension therefore the input data that is interested are the GPS data, road profile and
velocity during the experiment. These experimental data were applied to the model. With
the given inputs the model outputs such as velocity, roll angle, suspension deformation
and acceleration were monitored.
76 S. Kushairi et al.

Figure 12 ‘Road Builder’ function in ADAMS/Car to specify the road profile in the track (see
online version for colours)

Figure 13 GPS data in ADAMS/Car .dcd file (see online version for colours)

The sine road side in the test track is 4 m width and 160 m length. Within this area there
are several sine wave road profiles, each has wavelength of 6 m and amplitude of 100
mm. Figure 12 indicates the sine road profile was input to the model by using ‘Road
Builder’ function in ADAMS/Car. Figure 13 shows the path data or GPS data of the real
tractor-trailer extracted from the ADMA-G system using Diadems software. This
experimental data were transferred to driver control data file known as .dcd file.
‘Event Builder’ used the .dcd file created to specify the path (steer control) for the
tractor-trailer model manoeuvre. The speed of the truck is also specified in the ‘Event
Builder’ as shown in Figure 14. All tyres on the right side of the tractor-trailer model
were set to pass through the sine road profile using ‘Set Tyre Road Data File’ as shown in
 Tractor-trailer modelling and validation 77

Figure 15. Finally full vehicle analysis is carried out using ‘File Driven Events’ function
as shown in Figure 16.
Figure 14 ADAMS/Car ‘Event Builder’ is used to specify the tractor-trailer model path and speed
(see online version for colours)

Figure 15 Right rear tyre of the trailer was set to pass through the sine road profile (see online
version for colours)

Figure 16 ‘File Driven Events’ function to run the full vehicle analysis (see online version for
colours)

5 Results

The results of the test were compared with the ADAMS/Car simulation model. Figure 17
shows the longitudinal velocity of the trailer model and prototype vehicle. The
longitudinal velocity of the simulation indicates the model start to hit the sine wave road
of the test track at about 10 seconds after the simulation begin and reach the end of sine
wave road of the test track at about 35 second. During this manoeuvre the model
78 S. Kushairi et al.

maintains its longitudinal velocity with slight variation. As for the prototype vehicle its
longitudinal velocity is maintained from the beginning data being recorded and decrease
gradually at about after 28 seconds. The longitudinal velocity of the prototype vehicle
decrease drastically after about 34 seconds of the recorded manoeuvred due to braking
being applied by the driver. Figure 18 shows suspension deformation of the model and
prototype vehicle from the beginning till the end of the manoeuvre. The suspension
deformation measurements indicates that the prototype vehicle starts to hit the sine wave
track at about 7 seconds. The heave movement of the prototype vehicle stabilize at about
after 10 second of the manoeuvre.
Figure 17 Trailer longitudinal velocity (see online version for colours)

Figure 18 The prototype vehicle suspension deformation start to stabilize at about 10 second of
the manoeuvre (see online version for colours)

Figure 19 Trailer roll angle (see online version for colours)

 Tractor-trailer modelling and validation 79

Figure 20 Left rear suspension deformation (see online version for colours)

Figure 21 Trailer velocity in vertical direction (see online version for colours)

Therefore based on data presented by Figure 17 and 18 it can be deduced that the most
suitable time range compared to the measurements and simulation data is between 10
seconds till 30 seconds. Figures 19–21 show the model simulation and test data of trailer
roll angle, left rear suspension deformations, velocity and accelerations in vertical
direction respestively. The results are in close agreements with slight variations. The
variations arise mainly due to the real driver of the tractor having difficulty in
maintaining the speed at 20 km/h and a straight path during the experiment in test track.

6 Conclusion

In this article, a novel multibody tractor-trailer model is proposed. This model consists of
simplified tractor model and detailed trailer model. This model validation has been
carried for a chosen manoeuvre where all tyres on right side of the tractor-trailer passed
through sine road and all tyres on the left side of the trailer passed through on smooth flat
road. The results were satisfactory and comparisons of data shows that the model
simulation data fits quite well with the experimental data. This multibody model has the
advantage that no other important additional computational cost is required but
acceptable result is obtained.
80 S. Kushairi et al.

This article also present a methodology for the multibody model validation and how
real test was carried out in test track. The validation data comparison was selected in the
view that this data will be used for the development of controller for the trailer
suspension. This methodology also shown that it is possible to compare directly the
results of multibody model simulation with real tractor-trailer test on test track without
having to deal too much deriving and solving equation involved in the process of
comparing the dynamics characteristic between simulation and real test.
The validated multibody model of the tractor-trailer is useful to the manufacturer such
as Gigant-group. This company produces trailer axles for trailers. Comparing the results
directly between simulation and real test and avoiding dealing with too many equations is
a great advantage. Each newly developed trailer axle or suspension can be modelled and
incorporated to the validated multibody model of the tractor-trailer. Then the dynamics
behaviour of this tractor-trailer can be studied via various manoeuvres available or
created in ADAMS/car. Thus this simulation will give indications whether the developed
suspension is suitable or needs some adjustment. Also in future if any changes occur to
the parameter of real tractor-trailer it can be directly and easily applied to the multibody
tractor-trailer model.

7 Future work

In future, this validated tractor-trailer model combination can be used to quickly build
and evaluate other tractor-trailer configurations and suspension, without consuming too
much time and cost in model development and testing in real field.
Currently the validated multibody model is being used to develop an active controller
for the trailer suspension. It has been mentioned that in full vehicle condition the trailer
plays an important role in influencing the overall dynamics of the tractor and
trailer combination (Michele Ieluzzi, Patrizio Turco et al. 2006). Therefore improving the
trailer suspension will contribute to improving the dynamics quality of the full vehicle
condition.

Acknowledgement

We would like to thank to Gigant group in providing the tractor-trailer, equipments and
the test track during the stages of conducting the experimental work. Also we are grateful
to Fachhochschule Osnabrueck in assisting, preparing and collecting all the signals using
their displacement sensor and ADMA-G system. We would like to thank the
administrative and accounts staff of UiTM Shah Alam for providing the managerial and
administrative supports. Finally, we acknowledge all those who are involved with this
work in one way or other for their contribution.

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