SAE TECHNICAL

PAPER SERIES 2003-01-3412

7 DOF Vehicle Model for Understanding Vehicle

Fluctuation During Straight Running
Fujio Momiyama
HORIKIRI, INC.

Reprinted From: Vehicle Dynamics, Braking, Steering and Suspensions

(SP–1814)

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 2003-01-3412

7 DOF Vehicle Model for Understanding Vehicle Fluctuation

During Straight Running
Fujio Momiyama
Horikiri, Inc.
Copyright © 2003 SAE International

ABSTRACT REVIEW OF SAE 2000-01-3433 &

This paper concerns an introduction on how to lead the 7
degrees of freedom (7DOF) model for understanding the
vehicle-fluctuation during straight running. Despite the
steering wheel being fixed at on-center by anchor rod
connected to the floor, vehicle run with a very slow
lateral fluctuation, of which amplitude is small but
becomes maximum at a certain speed zone, was
observed by a vehicle test on a flat road of the proving
ground. For understanding this phenomenon, I provided
the motion equation of the 7DOF model. By analysis
using the motion equation, the existence of a speed zone
where the amplitude becomes maximum is confirmed.
This appears when the rear compliance steer is the
proverse compliance steer and disappears by changing it
to the adverse compliance steer. Where, the
adverse/proverse compliance steer mean the
characteristics of compliance steer that
increase/decrease the side-slip angle versus the vector
(1)
direction of the vehicle .
IMECE2001/DE-23259
A very low frequency vehicle fluctuation of which
amplitude becomes maximum at 60 or 80 km/h is
(1)
confirmed as shown in Fig.1 . The test was done by a
large sized bus fixing the steering wheel on center with
anchor rod for avoiding the influence of steering wheel
(2)
input. Fig.2 shows the yaw-gain tested in conformance
with ISO/TR8726. The heave (low peak) is observed at
the frequency zone from 0.1 to 0.3Hz. This low
frequency corresponds to that of Fig.1. In order to
understand this low frequency and its speed-
dependence characteristics, I provided the 7DOF vehicle
model in considering the lateral and yawing motions of
the sprung mass, front un-sprung mass, rear un-sprung
mass and compliance at steering link, front suspension
(2)
links and rear suspension links as shown in Fig.3

INTRODUCTION

I have explained the existence of fluctuation during

straight running caused by the compliance of
(1)
steering/suspension system in SAE 2001-01-3433 and
confirmed the existence of a very slow yaw-peak of
which frequency changes with vehicle speed by a vehicle
test conforming to ISO/TR8726 in IMeCE2001/DE-
(2)
23259 . The slow yawing coming from the angular
velocity change of steering and front suspension was
found by an eigen vector analysis using the 7DOF model
analysis. This paper describes the leading process of the
7DOF model equation whose description had been
Fig.1 Vehicle fluctuation during straight running
abridged because of the paper space limitation, and the
existence of the speed zone where amplitude becomes
maximum that appears when the rear compliance steer
is the proverse compliance steer and disappears by
changing it to the adverse compliance steer.

1
 Ms/MR is moving at the speed Vs/VR with the side slip
angle, β F / β R .

The lateral and rotational motion equations of sprung-

Heave (Low peak)
mass are written as follows;

M (v& y + v xϕ& ) = − FyF1 − FyF 2 − FyR1 − FyR 2 − FyST

(7-1)
M (v& y + v xϕ& ) + FyF1 + FyF 2 + FyR1 + FyR 2 + FyST = 0

Iϕ&& = − x F 1 FyF1 − x F 2 FyF 2 − x S FyST − x R1 FyR1 − x R 2 FyR 2

Fig.2 Heave/Gain-Peek at the frequency zone (7-2)
Iϕ&& + x F 1 FyF1 + x F 2 FyF 2 + x S FyST + x R1 FyR1 + x R 2 FyR 2 = 0
from 0.1 Hz to 0.3Hz

The lateral and rotational motion equations of front

sprung-mass are written as follows;

M F (v& y1 + v x1ϕ&1 ) = + FyF1 cos δ CF + FyF 2 cos δ CF − FyS

(7-3)
M F (v& y1 + v x1ϕ&1 ) − FyF 1 cos δ CF − FyF 2 cos δ CF + FyS = 0

I Fϕ&&1 = l F1 FyF1 cosδ CF + lF 2 FyF 2 cosδ CF − lFS FyS + TFS

(7-4)
I Fϕ&&1 − l F1 FyF1 cosδ CF − lF 2 FyF 2 cosδ CF + lFS FyS − TFS = 0

The lateral and rotational motion equations of rear

sprung-mass are written as follows;

M R (v& y 2 + v x 2ϕ& 2 ) = + FyR1 cosδ CR + FyR 2 cosδ CR − SFR

(7-5)
Fig.3 Vehicle Model M R (v& y 2 + v x 2ϕ& 2 ) − FyR1 cosδ CR − FyR2 cosδ CR + SFR = 0

I Rϕ&&2 = l R1 ⋅ FyR1 + l R 2 ⋅ FyR 2 − l RT SFR

(7-6)
MOTION EQUATION OF 7DOF MODEL I Rϕ&&2 − l R1 ⋅ FyR1 − l R 2 ⋅ FyR 2 + l RT SFR = 0
In Fig.3, the x-y is the coordinate of the sprung mass, the
The lateral and rotational motion equations of steering
mass of which is M and the inertia is I, moving at the
system mass are written as follows;
speed V with the side slip angle β , and yawing velocity ϕ& .
The x1-y1 is the coordinate of the front un-sprung mass, M S (v& y 3 + vx3ϕ& 3 ) = + FyS cosδ S + FyST cos(δ S + δ CF ) − SFF
the mass of which is MF and the inertia is IF, deviating yF (7-7)
and twisting δ CF to x-axis caused by compliance M S (v& y3 + vx3ϕ& 3 ) − FyS cosδ S − FyST cos(δ S + δ CF ) + SFF = 0
spring/damping elements, KF1/DF1 and KF2/DF2 which exist
in the suspension linkage connecting to the sprung I Sϕ&&3 = lS1 FyS cosδ S + lS 2 FyST cos(δ S + δ CF ) − lFT SFF − TFS
(7-8)
mass,M.. The x3-y3 is the coordinate of the steering I Sϕ&&3 − lS1FyS cosδ S − lS 2 FyST cos(δ S + δ CF ) + l FT SFF + TFS = 0
system mass, the mass of which is Ms and the inertia is
Is, connected by king-pin at PFS to the x1 axis, and Deploying the above equations, (7-1),(7-2),…..,(7-7),(7-
steered δ s by the steering link connected to the sprung 8), the matrix,(7-55), is given as shown in the Appendix.
mass via compliance spring/damping element, Ks/Ds.
The x2-y2 is the coordinate of the rear un-sprung mass,
the mass of which is MR and the inertia is IR, deviating yR
and twisting δ CR to x-axis caused by compliance
spring/damping elements, KR1/DR1 and KR2/DR2 which exist
in the suspension linkage connecting to the sprung
mass,M..

2
YAW-GAIN PEAK CONTROL STUDY BY 7DOF
MODEL

Using the 7DOF model, parametric studies have been

carried out. Fig.4 shows a calculated result in the case of
the proverse compliance steer for the front and the
proverse compliance steer for the rear. The specification
is shown in Table 1 of the Appendix. There are two
peaks. One is at 0.3 or 0.4Hz and the other is at 2 or 3
Hz. It is considered that one comes from the natural
frequency of sprung mass and the other comes from that
of un-sprung mass. The numbers, 40, 60, 80, 100 show
the vehicle speed in km/h. It is observed that the yaw-
gain becomes maximum at 80 km/h in this case. Fig.5
shows a calculated result in the case of the proverse
compliance steer for the front and the “adverse
compliance steer for the rear”. Also, the specification is
shown in Table 1 of the Appendix. The yaw-gain peak at
80 km/h has become lower and the peak height order
has changed from 80, 100, 60, 40 km/h to 40, 60, 80,
100 km/h. Fig.6 shows, as a reference, a case where
damping factors are added to the steering system and
front suspension system of the case of Fig.4. In this case,
the yaw gain peak order becomes 100, 80, 60, 40 km/h.
Fig.4 Yaw-gain of front proverse / Rear proverse
combination
Fig.6 A case where damping factors are added to the
steering/front suspension system of the front
proverse/Rear proverse combination of Fig.4
DISCUSSION
As the 7DOF model has been subjected to linearization
boldly for finding the principle of fluctuation during
straight running, we should understand that only the
tendency and not the absolute value should be
discussed when we use this 7DOF model. Based upon
this understanding, the following discussion can be made.
The existence of the speed zone where the amplitude
becomes maximum is also confirmed by calculation as in
Fig.4. This is back-up data to the experiment result
shown in Fig.1. By changing the rear compliance steer
from proverse to adverse, the tendency has changed as
shown in Fig.5. This tendency appears more stable at
higher speed zone than lower speed zone. The peak at 3
or 4 Hz in Fig.4 disappeared and then a cave appeared
at 1 or 2 Hz zone. Judging from the eigen value analysis
(Fig.7) and the eigen vector analysis (Fig.8) done in the
(2)
previous paper , the 1 or 2 Hz corresponds to the root C
that comes from the rear compliance and the 3 or 4 Hz
corresponds to the root D that comes from the front
compliance. Therefore the cave is considered to have
come from the adverse compliance steer of rear
suspension. By adding damping to the front suspension,
the peak at 80 km/h in Fig.4 has been lowered as shown
in Fig.6. In this case, the tendency shows that stability
reduces more at higher speed zone than lower speed
zone. This means that Fig.5 and Fig.6 have the opposite
(1)
tendency as explained in SAE 2001-01-3433 .

Fig.5 Yaw-gain of front proverse / Rear adverse

combination

3

Fig.7 Eigen value analysis of Fig.4 condition
Fig.8 Eigen vector analysis of Fig.4 condition
CONCLUSION
The leading process of 7DOF model is explained and
examples of straight running analysis are shown. By
constructing such a linear motion equation, it is possible
to describe the bode diagram, to do eigen value analysis
and eigen vector analysis. This is very useful to
understanding the principle. As the existence of the
characteristic roots are previously known by eigen value
analysis, vehicle dynamics design focusing on the
influence of the root becomes possible. By the eigen
vector analysis, we can understand the constituents of
the phenomenon. Vehicle dynamics design based on the
principle is thus possible. The following have become
known;
1. It is said generally that the vehicle stability will
decrease with an increase of vehicle speed.
However, strictly speaking, there are two other cases
where decrease at the speed zone and increase
occur simply with vehicle speed.
4
2. The cases due to the combination of front
compliance and rear compliance. The case that
decreases at a speed zone due to the larger front
compliance under the combination of front proverse
and rear proverse compliance steer. This disappears
by changing the rear compliance from proverse to
adverse, or increasing the damping of the steering
and front suspension system.
ACKNOWLEDGMENTS
I developed this 7DOF model in 1997 as a part of my
(1)
doctoral thesis, but did not include it in the final thesis
because the vehicle model considering the unsprung
mass effect did not meet with academic circles. I
understood that further discussion would be necessary. I
am thankful to SAE for giving me the opportunity to make
this presentation, and also wish to thank the persons
who show me their interest in my 7DOF model.
REFERENCES
1. Fujio Momiyama, Naohiro Yuhara and Jun Tajima:
Performance Improvement of On-Center Regulation
for Large Sized Vehicles, SAE 2001-01-3433.
2. Fujio Momiyama, Takashi Sasaki and Hiroyasu
Nagae: Confirmation of the Natural Yawing
Frequency of Large Sized Vehicle –Distinguishing
the Vehicle System from the Driver-Vehicle System- ,
2001 ASME International Mechanical Engineering
Congress and Exposition, November 11-16, 2001,
New York, NY, IMECE2001/DE-23259.
APPENDIX
Here, I describe the continuous process referring to Fig.3,
Fig.3-1 in Appendix, on how to deploy the fundamental
equations led as (7-1),(7-2),(7-3),(7-4),(7-5),(7-6),(7-7)
and (7-8) for getting the matrix, (7-55). Firstly the relation
between the sprung-mass coordinate x-y ,the un-sprung
mass coordinates x1-y1 and x2-y2. is described, secondly
the slip angle of tires is described, thirdly the side forces
of tires, fourthly the forces applied between sprung mass
and un-sprung mass, and then the process to reach the
matrix (7-55) is described.
1. THE RELATION BETWEEN THE SPRUNG-MASS
COORDINATE x-y AND THE UN-SPRUNG MASS
COORDINATES x1-y1
 1-1. The relation between front un-spring mass and 1-2. The relation between sprung mass and rear un-
sprung mass spring mass

Fig.9 The relation between the coordinate x-y and the Fig.10 The relation between the coordinate x-y and the
coordinates x1-y1 coordinates x1-y1

General equation between the coordinate x-y and the General equation between the coordinate x-y and the
coordinates x1-y1 is written as follows; coordinates x2-y2 is written as follows;

 x = x1 cos δ CF − y1 sin δ CF + x F  x = x2 cos δ CR − y2 sin δ CR + xR

 (7-9,10) 
 y = y2 cos δ CR + x2 sin δ CR + y R
(7-19,20)
 y = y1 cos δ CF + x1 sin δ CF + y F

They coordinates of PF1,PF2 and PST are shown as follows; They coordinates of PR1 and PR2 are shown as follows;

y PF 1 = y F + l F 1 sin δ CF ≈ y F + l F 1δ CF (7-11) y PF 2 = y R + lR1 sin δ CR ≈ y R + lR1 ⋅ δ CR (7-21)

y PF 2 = y F + l F 2 sin δ CF ≈ y F + l F 2δ CF (7-12) y PR 2 = y R + lR 2 sin δ CR ≈ y R + lR 2δ CR (7-22)

yPST = y F + lFS sin δ CF + lS 2 sin δ S ≈ y F + lFS δ CF + lS 2δ S (7-13) The relation between vy and vy2 is shown as follows;

The relation between vy and vy1 is shown as follows; y& R = v y 2 cos δ CR − v y − xRϕ& (7-23-1)

y& F = v y1 cos δ CF − v y − xFϕ& (7-14-1) ( )

v y 2 = y& R + v y + xRϕ& cos δ CR (7-23-2)

(
y y1 = y& F + v y + x F ϕ& cos δ CF) (7-14-2) Here, we put cos δ CR ≈ 1 ;

Here, we put cosδ CF ≈ 1 ; v y 2 = y& R + v y + x Rϕ& (7-24)

The relation between ϕ , ϕ 2 and δ CR is shown as follows;

y y1 = y& F + v y + xFϕ& (7-15)
ϕ&2 = ϕ& + δ&CR (7-25)
The relation between ϕ , ϕ 1 , δ CF and δ s is shown as
follows;

ϕ&1 = ϕ& + δ&CF (7-16)

ϕ& 3 = ϕ& + δ&CF + δ&S (7-18)

5
2. THE SIDE SLIP ANGLE OF TIRES 3. THE SIDE FORCES OF TIRES

2-1. The side slip angle of front tires The side force of front tire is described as follows;

The side slip angle of front tire is described as follows; SFF ≈ FCP β F
{ }
= FCP y& F + v y + ( xF + lFT )ϕ& + (lFS + lFT )δ&CF + (lS 2 + lFT )δ&S vx
 v + l ϕ& 
β F = tan −1  y 3 FT 3  (7-30)
 vx3  (7-26)
(v + l ϕ& )
The side force of rear tire is described as follows;
≈ y 3 FT 3
vx3 SFR ≈ RC P β R

Where, the vy3 is written as follows from the relation

{
= RCP y& R + v y + ( xR + lRT )ϕ& + lRT δ&CR vx } (7-31)

shown in Fig.9;
4. RESTORING TORQUE, TFS AT THE CONNECTING
( )
v y 3 = y& F + v y + xF ϕ& cos(δ CF + δ S ) + l FS δ&CF + lS 2δ&S (7-27-1) POINT, PFS

cos(δ CF + δ S ) ≈ 1;
Here, we put the torsional spring constant as KFS and the
Here, we put damping coefficient as DFS,then TFS is described as
follows;
v y 3 = y& F + v y + xF ϕ& + l FS δ&CF + lS 2δ&S (7-27-2)
TFS = + K FSδ S + DFS ⋅ δ&S
(7-32)
Substituting Eq.(7-27-2) to vy3 of Eq.(7-26) and Eq.(7-18)
to ϕ& 3 of Eq.(7-26) and putting vx3≈ vx ; 5. THE FORCES APPLIED BETWEEN SPRUNG

F {
β ≈ y& + v + x ϕ& + l δ& + l δ& + l ϕ& + l δ& + l δ& v
F y F FS CF S2 S FT FT CF FT S } x
MASS AND UN-SPRUNG MASS

(7-26-1) The front un-sprung mass is connected at PF1 and PF2

with xF1 and xF2 of sprung mass and also at PST with
Rewriting the Eq.(2-26-1); steering force input point xS. And, the rear un-sprung
mass is connected at PR1 and PR2 with XR1 and XR2 of
β F ≈ {y& F + vy + (xF + lFT )ϕ& + (lFS + lFT )δ&CF + (lS 2 + lFT )δ&S } vx sprung mass. The forces applied at these connecting
(7-26-2) points are given as the summation of the spring forces
that are the products of the lateral deflection and the
2-2. The side slip angle of rear tire stiffness of the compliances and the damping forces that
are products of lateral deflection speed and the damping
The side slip angle of rear tire is written as follows; co-efficient of the compliances. The forces are given as
follows;
 v y 2 + l RT ϕ& 2 
β R = tan −1   FyF 1 = −( yPF 1K F 1 + y& PF 1 ⋅ DF 1 )
vx 2 (7-50)
  (7-28)
≈ (v y 2 + l RT ϕ& 2 ) v x Substituting Eq.(7-11) to Eq.(7-50);

Substituting Eq.(7-24) to vy2 of Eq.(7-28) and Eq.(7-25) to { (

FyF 1 = − ( yF + lF1δ CF )K F1 + y& F + lF1δ&CF DF 1 ) } (7-50-1)
ϕ& 2 of Eq.(7-28) and putting vx2≈vx;

β R = {y& R + v y + xRϕ& + lRTϕ& + lRT δ&CR } vx

{ }
(7-29)
= y& R + v y + ( xR + lRT )ϕ& + lRT δ&CR vx

6
In the same manner; Mv xϕ& + Mv x β&
− (l F 1 DF 1 + l F 2 D F 2 + l FS DS )δ&CF
{ (
FyF 2 = − ( y F + lF 2δ CF )K F 2 + y& F + lF 2δ&CF DF 2 ) } (7-51-1) − (l k + l k + l k )δ&
F1 F1 F2 F2 FS S CF

− (l R1 D R1 + l R 2 DR 2 )δ&CR
{ (
FyST = − ( yF + lFS δ CF + lS 2δ S + yDR )K S + y& F + lFS δ&CF + lS 2δ&S + y& DR DS ) } − (l R1 k R1 + l R 2 k R 2 )δ CR
(7-52-1) (7-1-3)
− (DF 1 + D F 2 + DS ) y& F

{
FyR1 = − ( yR + lR1δ CR )K R + y& R + lR1δ&CR DR1 ( ) } (7-53-1)
− (k F1 + k F 2 + k S ) y F
− (DR1 + DR 2 ) y& R
− (k R1 + k R 2 ) y R
{ (
FyR 2 = − ( yR + lR 2δ CR )K R 2 + y& R + lR 2δ&CR DR 2 ) } (7-54-1) − DS y& DR
− k S y DR
6. THE DEPLOY OF THE FUNDAMENTAL
− l S 2 DS δ&S
EQUATIONS
− lS 2 k Sδ S = 0
6-1. Equation of sprung mass for lateral motion in
the y-axis direction 6-2. Equation of sprung mass for rotational motion
around the z-axis
Submitting Eq.(7-50-1),(7-51-1),(7-52-1),(7-53-1) and (7-
54-1) to Eq.(7-1); Submitting Eq.(7-50-1),(7-51-1),(7-52-1),(7-53-1) and (7-
54-1) to Eq.(7-2);
M (v& y + vxϕ& )
Iϕ&&
( )
− ( yF + lF 1δ CF )k F 1 − y& F + lF 1δ&CF DF 1
(
− ( yF + lF 2δ CF )k F 2 − y& F + lF 2δ&CF DF 2 ) (7-1-1) { ( ) }
− x F 1 ( y F + l F 1δ CF )k F 1 + y& F + l F 1δ&CF DF 1

(
− ( y + l δ )k − y& + l δ& D ) { ( ) }
− x F 2 ( y F + l F 2δ CF )k F 2 + y& F + l F 2δ&CF DF 2
{ ( ) }
R R1 CR R1 R R1 CR R1

− ( yR + lR 2δ CR )k − (y& )
+ lR 2δ&CR DR 2 − x ( y + l δ )k + y& + l δ& D
R1 R R1 CR R1 R R1 CR R1

− x {( y + l δ )k + ( y& + l δ& )D }
R2 R

− ( yF + lFSδ CF + lS 2δ + yDR )k − (y& )

+ lFSδ&CF + lS 2δ&S 2 + y& DR DS R2 R R2 CF R2 R R1 CR R2

− x {( y + l δ + l δ + y )k + ( y& + l δ&CF + l S 2δ&S + y& DR )DS } = 0

S F

=0 s F FS CF S2 S DR S F FS

(7-2-1)
Putting vy = vx β ,then consolidating Eq.(7-1-1)
Consolidating Eq.(7-2-1) regarding ϕ , δ CF , δ CR , y F , y R and
regarding ϕ , β , δ CF , δ CR , y F , y R y DR and δ S ;
δS ;

(
M v x β& + v& x β + v xϕ&
− (lF 1DF 1 + l F 2 DF 2 + l FS DS )δ&CF
− (l k + l k + l k )δ&
F1 F1 F2 F2
− (lR1DR1 + l R 2 DR 2 )δ&CR
− (lR1k R1 + l R 2 k R 2 )δ CR
− (DF 1 + DF 2 + DS ) y& F
− (k F 1 + k F 2 + k S ) y F
− (DR1 + DR 2 ) y& R
− (k R1 + k R 2 ) y R
− DS y& DR
− k S y DR
− lS 2 DS δ&S
− lS 2 k S δ S = 0
Consolidating Eq.(7-1-2);
) Iϕ&&
− (xF1lF1DF1 + xF 2l F 2 DF 2 + xS l FS DS )δ&CF
− (xF1lF1k F1 + xF 2lF 2 k F 2 + xS l FS k S )δ CF
FS S CF
− (xF1DF1 + xF 2 DF 2 + xS DS ) y& F
− (xF1k F1 + xF 2 k F 2 + xS k S ) y F
− (x l D + x l D )δ&
R1 R1 R1 R2 R2 R2 CR
(7-1-2)
− (xR1l R1k R1 + xR 2lR 2 k R 2 )δ CR
− (xR1DR1 + xR 2 DR 2 ) y& DR
− (xR1k R1 + xR 2 k R 2 ) y DR
(7-2-2)
− xS DS y& DR
− xS k S y DR
− (xS lS 2 DS )δ&S
− (xS lS 2 k S )δ S = 0

7
 6-3. Equation of front un-sprung mass for lateral Substituting SFF of Eq.(7-30) to Eq.(7-3-3);
motion in the y1-axis direction
M F x F ϕ&&
Submitting Eq.(7-15),(7-16),(7-50-1) and (7-51-1) to + M F v X ϕ&
Eq.(7-3); + M v β&
F x

+ (M F v x + l F1 DF 1 + l F 2 DF 2 )δ&CF
(
M F &y&F + v& y + x F ϕ&& + v xϕ& + v x δ&CF ) + (l F 1 k F 1 + l F 2 k F 2 )δ CF
{ (
+ ( y F + l F 1δ CF )k F 1 + y& F + l F 1 δ& )D }cos δ
CF F1 CF (7-3-1)
+ M F &y&F
+ (D F1 + D F 2 ) y& F
+ {( y + l F 2δ CF )k + (y& + lF 2δ& )D }cos δ
F F2 F CF F2 CF
+ (k F 1 + k F 2 ) y F
+ Fys = 0 + [ M S (v& y 3 + v x3ϕ& 3 ) − FyST cos(δ S + δ CF )
{ }
+ FC P y& F + v y + ( x F + l FT )ϕ& + (l FS + l FT )δ&CF + (l S 2 + l FT )δ&S / v x ] / cos δ S
Consolidating Eq.(7-3-1) regarding ϕ , β , δ CF , y F and δ S
=0
putting cos δ CF ≈1, vY = βVX ; (7-3-4)
M F x F ϕ&&
Substituting Eq.(7-27) to vy3 ,Eq.(7-18) to ϕ3 and Eq.(7-
+ M F v xϕ&
51-1) to FyST of Eq.(7-3-4);
+ M v β& F x
M F x F ϕ&&
+ (M F v x + l F 1 DF 1 + l F 2 DF 2 )δ&CF + M F v xϕ&
+ (l F 1 k F 1 + l F 2 k F 2 )δ CF (7-3-2) + M v β&
F x

+ (M F v x + l F 1 DF 1 + l F 2 D F 2 )δ&CF
+ M F &y&F + (l F 1 k F 1 + l F 2 k F 2 )δ CF
+ (DF 1 + DF 2 ) y& F + M F &y&F
+ (DF 1 + D F 2 ) y& F
+ (k F 1 + k F 2 ) y F + (k F 1 + k F 2 ) y F
+ FyS = 0 (
+ [ M S &y&F + v& y + x F ϕ&& + l FS δ&&CF + l S 2δ&&S + v x 3ϕ& + v x 3δ&CF + v x 3δ&S )
{ ( ) }
+ ( y F + l FS δ CF + l S 2δ S + y DR )k S + y& F + l FS δ&CF + l S 2δ&S + y& DR DS cos(δ S + δ CF )
Substituting Fys of Eq.(7-7) to Fys of (7-3-2); P {
+ FC y& + v + ( x + l )ϕ& + (l + l )δ& + (l + l )δ& / v ] / cos δ
F y F FT FS FT CF S2 FT S } x S

=0
M F xFϕ&& (7-3-5)
+ M F vxϕ&
Consolidating Eq.(7-3-5) putting vx3 ≈ vx,, cos δ S ≈ 1,
+ M v β&
F x cos(δ F + δ CF ) ≈ 1, then putting v y = v x β , that is,
+ (M F vx + lF1DF1 + lF 2 DF 2 )δ&CF v& y = v&x β + v x β& ≈ v x β& ;
+ (lF1k F1 + lF 2 K F 2 )δ CF
+ M F &y&F (M F + M S )x F ϕ&&
+ {(M F + M S )v x + ( x F + l FT )FC P / v x }ϕ&
+ (DF1 + DF 2 ) y& F
+ (M F + M S )v x β&
+ (k F 1 + k F 2 ) yF
+ FC P β
{ ( )
+ M S v& y 3 + vx3ϕ&3 − FyST cos(δ S + δ CF ) + SFF / cos δ S = 0 } + M S l FS δ&&CF
(7-3-3) + {(M F + M S )v x + l F1 DF 1 + l F 2 D F 2 + l FS DS + FC P (l FS + l FT ) / v x }δ&CF
+ (l F1 k F 1 + l F 2 k F 2 + l FS k S )δ CF
+ (M F + M S )&y&F
+ (D F1 + D F 2 + DS + FC P / v x ) y& F
+ (k F 1 + k F 2 + k S ) y F
+ M S l S 2δ&&S
+ {M S v x + l S 2 DS + FC P (l S 2 + l FT ) / v x }δ&S
+ ls 2 k S δ S
= − DS y& DR − k S y DR
(7-3-6)

8
 6-4. Equation of front un-sprung mass for rotational Substituting Eq.(7-30) to SFF of Eq.(7-4-3) ;
motion around the z1-axis
I F ϕ&&
Substituting Eq.(7-16),(7-50-1),(7-51-1) and (7-32) to + I F δ&&CF
Eq.(7-4); (
+ l F2 1 DF 1 + l F21 DF 2 δ&CF )
+ (l 2
k +l k 2
)δ
(
I F ϕ&& + δ&&CF ) + (l
F 1 F1 F1 F 2

F 1 DF 1 + l F 1 D F 2 y F
& )
CF

{ ( ) }
+ l F 1 ( y F + l F 1δ CF )k F 1 + y& F + l F 1δ&CF DF 1 cos δ CF
(7-4-1) + (l k + l F1k F 2 )y
{ ( ) }
F 1 F1 F

+ l F 2 ( y F + l F 2δ CF )k F 2 + y& F + l F 2δ&CF DF 2 cos δ CF − DFS δ&S

(
− k δ + D δ& ) − k FS δ S
+ l FS [ M S (v& y 3 + v x3ϕ& 3 ) − FyST cos(δ S + δ CF )
FS S FS S

+ l FS FyS = 0
P {
+ FC y& + v + ( x + l )ϕ& + (l + l )δ&
F y F FT FS FT CF }
+ (l S 2 + l FT )δ&S / v x ] / cos δ S = 0

Consolidating Eq.(7-4-1) putting cos δ CF ≈ 1, cos δ CR ≈ 1; (7-4-4)

Submitting FyST of Eq.(7-52-1) to Vy3 and ϕ& 3 of Eq.(7-52-1);

I Fϕ&&
I F ϕ&&
+ I F δ&&CF + I F δ&&CF

(
+ lF21DF 1 + lF2 2 DF 2 δ&CF ) (
+ l F2 1 DF 1 + l F2 1 DF 2 δ&CF
(
+ l F2 1 k F 1 + l F2 1 k F 2 δ CF)
)
+ (l k + lF2 2 k F 2 δ CF
2
F1 F1 ) + (l F1 DF 1 + l F 1 DF 2 y& F )
+ (lF 1DF 1 + lF 2 DF 2 ) y& F (7-4-2) + (l
F 1k F 1 + l F1k F 2 y F )
− D FS δ&S
+ (lF 1k F 1 + lF 2 k F 2 ) yF − k FS δ S
− D δ& FS S
(
+ l FS [ M S &y&F + v& y + x F ϕ&& + l FS δ&&CF + l S 2δ&&S + v x 3ϕ& + v x 3δ&CF + v x 3δ&S )
{ ( ) }
+ ( y F + l FS δ CF + l S 2δ S + y DR )k S + y& F + l FS δ&CF + l&S 2δ&S + y& DR DS cos(δ S + δ CF )
− k FSδ&S { }
+ FC P y& F + v y + ( x F + l FT )ϕ& + (l FS + l FT )δ&CF + (l S 2 + l FT )δ&S / v x ] / cos δ S = 0
+ lFS FyS = 0 (7-4-5)

Substituting Fys of Eq.(7-7) to Fys of Eq.(7-4-2); Consolidating Eq.(7-4-5) putting v x3 ≈ v x , cos δs

≈ 1, cos(δ s + δ CF ) ≈ 1, v y = v x β ,That is, v& y = v&x β + vx β& ≈ v x β& ;
I F ϕ&&
+ I F δ&&CF (I F + l FS x F M S )ϕ&&
(
+ l DF 1 + l DF 2 δ&CF
2
F1
2
F1 ) + {l FS v x M S + l FS ( x F + l FT )FC P / v x }ϕ&

+ (l 2
F1 F1k +l k 2
)δ
F1 F 2 CF
(
+ I F + l M S δ&&CF 2
FS )
+ (l DF 1 + l F 1 D )y& + {l 2
F1 DF 1 + l D F 2 + l FS
2
F2
2
D S + l FS x x M S + l FS (l FS + l FT )FC P / v x δ&CF }
+ (l )
F1 F2 F

+ (l k )y
2
k + l k F 2 + l k S δ CF
2 2

F1 F1k + l F1 F2 F
F1 F1 F2 FS

+ l FS M S &y&F
− DFS δ&S
+ (l F 1 D F 1 + l F 2 D F 2 + l FS DS + l FS FC P / v x ) y& F
− k FS δ S
+ (l F 1 k F 1 + l F 2 k F 2 + l FS D S ) y F
+ l FS {M S (v& y 3 + v x 3ϕ& 3 ) − FyST cos(δ S + δ CF ) + SFF }/ cos δ S = 0
+ l l M δ&&
FS S 2 S S
(7-4-3)
+ {l FS M S v x + l FS l S 2 DS + (l S 2 + l FT )FC P / v x − D FS }δ& S
+ (l FS l S 2 k S − k FS )δ S
+ l v M β&
FS x S

+ l FS FC P β
= −l FS DS y& DR − l FS k S y DR
(7-4-6)

9
 6-5. Equation of rear un-sprung mass for lateral 6-7. Equation of steering system mass for rotational
motion in the y2-axis direction motion around the z3-axis

Submitting Eq.(7-24),(7-25),(7-53-1),(7-54-1) and (7-31) Substituting the reactive steering force FyST of Eq.(7-7) to
to Eq.(7-5); FyST of Eq.(7-8);

(
M R &y&R + v& y + x Rϕ&& + v xϕ& + v xδ&CR ) I S ϕ&&3 − l S 2 FyST cos(δ S + δ CF ) + l FT SFF + TFS
{ (
+ ( y D + l R1δ CR )k R1 + y& R + l R1δ&CR DR1 cos δ CR ) } (7-5-1)
− l S 1 {M S (v& y 3 + v y 3ϕ& 3 ) − FyST cos(δ S + δ CF ) + SFF } = 0
{ ( ) }
+ ( y D + l R 2δ CR )k R 2 + y& R + l R 2δ&CR DR 2 cos δ CR (7-8-1)

P {
+ RC y& + v + ( x + l )ϕ& + l δ& / v = 0
R y R RT RT }
CR x Consolidating Eq.(7-8-1);

Consolidating Eq.(7-5-1) putting cos δ CR ≈ 1, v y = v x β ; I S ϕ&&3 − l S 1 M 3 (v y 3 + v x 3ϕ& 3 ) + (l S 1 − l S 2 ){FyST cos(δ S + δ CF )}

+ (LFT − l S 1 )SFF + TFS = 0
M R x Rϕ&& (7-8-2)
+ {M R v x + RC P ( x R + l RT ) / v x }ϕ&
Submitting Eq.(7-30) and Eq.(7-32) to SFF and TRS of
+ M v β& R x Eq.(7-8-2);
+ RC P β
I S ϕ&&3 − l S1 M 3 (v y 3 + v x 3ϕ& 3 ) + (l S1 − l S 2 ){FyST cos(δ S + δ CF )}
+ (M R v x + l R1 DR1 + l R 2 D R 2 + RC P l RT / v x )δ&CR (7-5-2)
{
+ (LFT − l S 1 ) y& F + v y + (x F + l FT )ϕ& + (l FS + l FT )δ&CF + (l S 2 + l FT )δ&S FC P / v x }
+ (l R1 k R1 + l R 2 k R 2 )δ CR (
+ k FS δ S + DFS δ&S = 0 )
+ M R &y&R (7-8-3)
+ (DR1 + D R 2 + RC P / v x ) y& R Submitting Eq.(7-27) and (7-18) to vy3 and FyST of Eq.(7-8-
+ (k R1 + k R 2 ) y R = 0 3);

6-6. Equation of rear un-sprung mass for rotational

(
I S ϕ&& + δ&&CF + δ&&S )
motion around the z2-axis
(
− l S1 M 3 &y&F + v& y + x F ϕ&& + l FS δ&&CF + l S 2δ&&S + v x3ϕ& + v x3δ&CF + v x3δ&S )
{ ( ) }
− (l S1 − l S 2 ) ( y F + l FS δ CF + l S 2δ S + y DR )k S + y& F + l FS δ&CF + l S 2δ&S + y& DR D S cos(δ S + δ CF )

Submitting Eq.(7-25),(7-53-1),(7-54-1) and (7-31) to { }

+ (l FT + l S1 ) y& F + v y + ( x F + l FT )ϕ& + (l FS + l FT )δ&CF + (l S 2 + l FT )δ&S FC P / v x

Eq.(7-6); (
+ k FS δ S + D FS δ&S = 0 )
(7-8-4)
(
I R ϕ&& + δ&&CR ) Consolidating Eq.(7-8-4) putting v y = vx β , v x3
{ (
+ l R1 ( y R + l R1δ CR )k R1 + y& R + l R1δ&CR DR1 ) }
(7-6-1) ≈ v x , cos(δ s + δ CF ) ≈ 1;
{ (
+ l R 2 ( y R + l R 2δ CR )k R 2 + y& R + l R 2δ&CR DR 2 ) }
(I S − l S1 x F M 3 )ϕ&&
{
+ l RT RC P y& R + v y + ( x R + l RT )ϕ& + l RT δ&CR / v x = 0 } + {− l S1 M 3 v x + (l FT + l S1 )( x F + l FT )FC P / v x }ϕ&
− l S1 M 3 v x β&
Consolidating Eq.(7-6-1) putting v y = v x β ;
+ (l FT + l S1 )FC P β
+ (I − l l M )δ&&
I Rϕ&& S S 1 FS 3 CF

+ {− l S1 M 3 v x − (l S1 − l S 2 )l FS DS + (l FT + l S1 )(l FS + l FT )FC P / v x }δ&CF

+ l RT RC P ( x R + l RT ) / v xϕ& − (l S 1 − l S 2 )l FS k S δ CF
+ l RT RC P β − l S1 M 3 &y&F
+ {− (l S1 − l S 2 )DS + (l FT + l S1 )FC P / v x }y& F
+ I δ&&R CR
− (l S 1 − l S 2 )k S y F
(
+ l DR1 + l DR 2
2
R1
2
R2 + l RC P / v x δ&CR
2
RT ) (7-6-2)
+ (I S − l S 1l S 2 M 3 )δ&&S

+ (l 2
R1 R1k )
+ l R2 2 k R 2 δ CR + {− l S1 M 3 v x − (l S1 − l S 2 )l S 2 DS + (l FT + l S1 )(l S 2 + l FT )FC P / v x + DFS }δ&S
+ {− (l S1 − l S 2 )l S 2 k S + k FS }δ S
+ (l R1 DR1 + l R 2 DR 2 + l RT RC P / v x y& R ) = (l S1 − l S 2 )DS y& DR + (l S 1 − l S 2 )k S y DR
+ (l R1 R1k )
+ l R2 k R2 yR = 0 (7-8-5)

10
7. MATRIX OF THE DEPLOYED FUNDAMENTAL MOTION EQUATIONS

The deployed fundamental equations, that is, Eq.(7-2-2) for ϕ& , Eq.(7-1-3) for β , Eq.(7-4-6) for δ CF , Eq.(7-3-6) for yF,
Eq.(7-6-2) for δ CR , Eq.(7-5-2) for yR and Eq.(7-8-5) for δ s , are described with regard to the matrix as shown in
Eq.(7-55);

 c12 D 2 0 c31 D + c30 c41 D + c40 c51 D + c50 c61 D + c60 c71 D + c70   ϕ&   c81 D + c80 
    
 d 11 D d 21 D d 31 D + d 30 d 41 D + d 40 0 d 61 D + d 60 d 71 D + c70   β  d 81 D + d 80 
 e12 D 2 0 e32 D 2 + e31 D + e30 e41 D + e40 0 0 e71 D + e70  δ CF   e81 D + e80 
    
+ f 31 D + f 30 f 42 D 2 + f 41 D + f 40 f 71 D + f 70   y F  =  f 81 D + f 80  y DR
2
f
 12 D f 11 D f 21 D 0 0
g D2 + g D g 0 0 g 52 D 2 + g 51 D + g 50 g 61 D + g 60 0  δ CR   0 
 12 2 11 20
   
 h12 D + h11 D h21 D + h20 0 0 h51 D + h50 h62 D 2 + h61 D + h60 0 y
 R   0 
 s D+s s 21 D + s 20 s32 D + s31 D + s30
2
s 42 D + s 41 D + s 40
2
0 0 s72 D 2 + s71 D + s70   δ S   s81 D + s80 
 11 10

(7-55)

Where, “D “ is the differential calculus operator. The contents of c11 … s80 are shown as follows;

c11 = I d10 = Mv x
c31 = −( x F 1l F 1 DF 1 + x F 2 l F 2 DF 2 + x S l FS DS ) d 21 = Mv x
c30 = −( x F 1l F 1 k F 1 + x F 2 l F 2 k F 2 + x S l FS k S ) d 31 = −(l F 1 DF 1 + l F 2 DF 2 + l FS DS )
c 41 = −( x F 1 DF 1 + x F 2 DF 2 + x S DS ) d 30 = −(l F 1 k F 1 + l F 2 k F 2 + l FS k S )
c 40 = −( x F 1 k F 1 + x F 2 k F 2 + x S k S ) d 41 = −(DF 1 + DF 2 + DS )
c51 = −( x R1l R1 DR1 + x R 2 l R 2 DR 2 ) d 40 = −(k F 1 + k F 2 + k S )
c50 = −( x R1l R1k R1 + x R 2 l R 2 k R 2 ) (7-55-1) d 51 = −(l R1 DR1 + l R 2 DR 2 )
(7-55-2)
c61 = −( x R1 DR1 + x R 2 DR 2 ) d 50 = −(l R1 k R1 + l R 2 k R 2 )
c60 = −( x R1 k R1 + x R 2 k R 2 ) d 61 = −(DR1 + DR 2 )
c71 = − x S l S 2 DS d 60 = −(k R1 + k R 2 )
c70 = − x S l S 2 k S d 71 = −l S 2 DS
c81 = + x S DS d 70 = −l S 2 k S
c80 = + x S k S d 81 = + DS
d 80 = + k S

11
e11 = + I F + l FS x F M S h11 = x R M x
e10 = +l FS v x M S + l FS ( x F + l FT )FC P / v x h10 = M R v x + ( x R + l RT )RC P / v x
e21 = +l FS v x M S
h21 = M R v x
e20 = +l FS FC P
h20 = + RC P
e32 = + I F + l FS
2
MS
(7-55-6)
e31 = +l F2 1 DF 1 + l F2 2 DF 2 + l FS
2
DS + l FS v x M S + l FS (l FS + l FT )FC P / v x
h51 = M R v x + l R1 D R1 + l R 2 D R 2 + l RT RC P / v x
e30 = +l F21 k F 1 + l F2 2 k F 2 + l FS
2
kS h50 = +l R1 k R1 + l R 2 k R 2
e42 = +l FS M S h62 = M R
e41 = +l F 1 DF 1 + l F 2 DF 2 + l FS DS + l FS FC P / v x h61 = + D R1 + D R 2 + RC P / v x
e40 = +l F 1 k F 1 + l F 2 k F 2 + l FS k S h60 = + k R1 + k R 2
e72 = +l FS l S 2 M S
e71 = +l FS v x M S + l FS l S 2 DS + (l S 2 + l FT )FC P / v x − DFS s11 = + I S − l S1 x F M 3
e70 = +l FS l S 2 DS − k FS s10 = −l S 1 M 3 v x + (l FT + l S 1 )( x F + l FT )FC P / v x
e81 = −l FS DS s 21 = −l S1 M 3 v x

e80 = −l FS k S s 20 = + (l FT + l S 1 )FC P
s32 = + I S − l S1l FS M 3
(7-55-3)
s31 = −l S 1 M 3 v x − l FS (l S 1 − l S 2 )DS + (l FT + l S1 )(l FS + l FT )FC P / v x
f 11 = +(M F + M S )x F s30 = −l FS (l S 1 − l S 2 )k S
f 10 = +(M F + M S )v x + ( x F + l FT )FC P / v x s 42 = −l S 1 M 3
f 21 = +(M F + M S )v x s 41 = −(l S 1 − l S 2 )DS + (l FT + l S 1 )FC P / v x
f 20 = + FC P s 40 = −(l S 1 − l S 2 )k S
f 32 = +l FS M S s 72 = −l S 1l S 2 M 3
s 71 = −l S1 M 3 v x − l S 2 (l S1 − l S 2 )DS + (l FT + l S 1 )(l S 2 + l FT )FC P / v x + DFS
f 31 = +(M F + M S )v x + l F 1 DF 1 + l F 2 DF 2 + l FS DS + (l FS + l FT )FC P / v x
s 70 = −l FS (l S1 − l S 2 )k S + k FS
f 30 = +l F 1 k F 1 + l F 2 k F 2 + l FS k S
s81 = + (l S 1 − l S 2 )DS
f 42 = + M F + M S
s80 = + (l S 1 − l S 2 )k S
f 41 = + DF 1 + DF 2 + DS + FC P / v
(7-55-7)
f 40 = + k F 1 + k F 2 + k S
f 72 = +l S 2 M S
f 71 = + M S v x + l S 2 DS + (l S 2 + l FT )FC P / v x
f 70 = +l S 2 k S
f 81 = + DS
f 80 = + k S
(7-55-4)

g11 = I R
g10 = +l RT ( x R + l RT )RC P / v x
g 20 = +l RT RC P
g 52 = I R
g 51 = +l R21 DR1 + l R2 2 DR 2
g 50 = +l R21k R1 + l R2 2 k R 2
g 61 = +l R1 DR1 + l R 2 DR 2 + l RT RC P / v x
g 60 = +l R1 k R1 + l R 2 k R 2

(7-55-5) Fig.3-1 Details of 7DOF Model shown as Fig.3

12
SYMBOLS; lFT: x3 value of the location of applying point of front side
force (m)
<CONSTANTS>
lR1 : x2 value of the location of front connecting point
M : Sprung mass (kg) from rear suspension gravity center (m)

MF : Un-sprung mass of front suspension (kg) lR2 : x2 value of the location of rear connecting point from
rear suspension gravity center (m)
MR : Un-sprung mass of rear suspension (kg)
lRT : x2 value of the location of applying point of rear side
MS : Un-sprung mass of steering system around the king force (m)
pin (kg)
FCP : Front cornering power(total of left and right)(N/rad)
2
J : Yawing moment of inertia of sprung mass (kg-m )
RCP : Rear cornering power(total of left and right)(N/rad)
JF : Yawing moment of inertia of un-sprung mass of front
2
suspension (kg-m ) kF1 : Lateral stiffness of front connecting point of front
suspension(N/m)
JR : Yawing moment of inertia of un-sprung mass of rear
2
suspension (kg-m ) kF2 : Lateral stiffness of rear connecting point of front
suspension(N/m)
JS : Moment of inertia of steering system around the king
2
pin (kg-m ) kR1 : Lateral stiffness of front connecting point of rear
suspension(N/m)
x F : x value of the location of the front suspension gravity
center (m) kR2 : Lateral stiffness of rear connecting point of rear
suspension(N/m)
xF1 :x value of the location of front connecting point of
front suspension (m) kS : Lateral stiffness of steering linkage(N/m)

xF2 :x value of the location of rear connecting point of DF1 : Damping coefficient of front connecting point of
front suspension (m) front suspension(N/m/s)

xS: x value of the location of connecting point of steering DF2 : Damping coefficient of rear connecting point of front
system (m) suspension(N/m/s)

xR : x value of the location of the rear suspension gravity DR1 : Damping coefficient of front connecting point of rear
center (m) suspension(N/m/s)

xR1 : x value of the location of front connecting point of DR2 : Damping coefficient of rear connecting point of rear
rear suspension (m) suspension(N/m/s)

xR2 : x value of the location of rear connecting point of DS : Damping coefficient of steering system(N/m/s)
rear suspension (m)

lF1 : x1 value of the location of front connecting point from

front suspension gravity center (m)

lF2 : x1 value of the location of rear connecting point from

front suspension gravity center (m)

lFS : x1 value of the location of king pin (m)

lS1 : x3 value of the location of king pin from steering

system gravity center (m)

lS2 : x3 value of the location of connecting point of steering

linkage (m)

13
<VARIABLES>
vx : x direction velocity of sprung mass(m/s)
vy : y direction velocity of sprung mass(m/s)
vx1 : x1 direction velocity of un-sprung mass of front
suspension(m/s)
vy1 : y1 direction velocity of un-sprung mass of front
suspension(m/s)
vx2 : x2 direction velocity of un-sprung mass of rear
suspension(m/s)
vy2 : y2 direction velocity of un-sprung mass of rear
suspension(m/s)
vx3 : x3 direction velocity of un-sprung mass of
steering(m/s)
vy3 : y3 direction velocity of un-sprung mass of
steering(m/s)
β : Side slip angle of gravity center of sprung mass(rad)
ϕ : Yawing angle at gravity center of sprung mass(rad)
β1 : Side slip angle of gravity center of un-sprung mass
of front suspension(rad)
ϕ1 : Yawing angle at gravity center of un-sprung mass of
front suspension(rad)
β 2 : Side slip angle of gravity center of un-sprung mass
of rear suspension(rad)
ϕ 2 : Yawing angle at gravity center of un-sprung mass of
rear suspension(rad)
β 3 : Side slip angle of gravity center of un-sprung mass
of steering system(rad)
14
ϕ 3 : Yawing angle at gravity center of un-sprung mass of
steering system(rad)
δ CF : Compliance steer angle of un-sprung mass of front
suspension(rad)
δ CR : Compliance steer angle of un-sprung mass of rear
suspension(rad)
δ s : Compliance steer angle of un-sprung mass of
steering system to the front suspension(rad)
yF : Lateral compliance of front suspension(m)
yR : Lateral compliance of rear suspension(m)
FyF1 : Lateral force between PF1 of front suspension and
QF1 of sprung mass(N)
FyF2 : Lateral force between PF2 of front suspension and
QF2 of sprung mass(N)
FyR1 : Lateral force between PR1 of rear suspension and
QR1 of sprung mass(N)
FyR2 : Lateral force between PR2 of rear suspension and
QR2 of sprung mass(N)
FyST : Restoring force between PST of steering system and
QST of sprung mass(N)
TRS : Restoring torque around the king pin center, PFS(N)
SFF : Front side force (Total of left and right)(N)
SFR : Rear side force (Total of left and right)(N)
DFF : Front drag force (Total of left and right)(N)
DFR : Rear drag force (Total of left and right)(N)
CFF : Front cornering force (Total of left and right)(N)
CFR : Rear cornering force (Total of left and right)(N)
TABLE 1 DATA USED IN CALCULATION OF FIG.4, FIG.5 AND FIG.6

Symbol Fig.4&6 Fig.5 Symbol Fig.4 Fig.6 Fig.5

M (kg) 1.3331E04 ← FCP (N/rad) 3.01E05 ← ←
MF (kg) 3.74E02 ← RCP (N/rad) 5.41E05 ← ←
MR (kg) 1.400E03 ← kF1 (N/m) 1.472E05 ← 1.472E05*4
MS (kg) 5.00E02 ← kF2 (N/m) 1.472E05 ← ←
← ← ←
2
J (kg-m ) 2.11E05 kFS (N-m/rad) 0.0
← ←
2
JF (kg-m ) 2.442E02 kR1 (N/m) 5.992E05 2.089E05
← ←
2
JR (kg-m ) 1.094E03 kR2 (N/m) 2.599E06 9.349E05
← ← ←
2
JS (kg-m ) 1.77E02 kST (N/m) 1.4295E05
xF (m) 4.13 ← DF1 (N/m/s) 0.0 6.0E04 ←
xF1 (m) 4.13+0.35 ← DF2 (N/m/s) 0.0 6.0E04 5.0E03
xF2 (m) 4.13-0.35 ← DFS (N-m/rad/s) 1.0E04/5 ← ←
xS (m) 4.13-0.165 ← DR1 (N/m/s) 0.0 ← 4.0E04
xR (m) -2.35 ← DR2 (N/m/s) 0.0 ← 4.0E04
xR1 (m) -2.35+0.716 ← DST (N/m/s) 0.0 ← ←
xR2 (m) -2.35+0.165 -2.35-0.160
lF1 (m) 0.35 ←
lF2 (m) -0.35 ←
lFS (m) 0.0 ←
lS1 (m) -0.15 ←
lS2 (m) -0.15-0.165 ←
lFT (m) -0.15-0.04 ←
lR1 (m) 0.716 ←
lR2 (m) 0.165 -0.160
lRT (m) 0.04 ←

15