Overview

Brief discussion on suspension concepts 1 DOF -car ride model Terrain descriptions for vibration Random excitation of -car model 2DOF -car ride model

Suspensions serve a critical functional role in ground vehicles

A number of conflicting functions must be fulfilled by a vehicle suspension, requiring compromises in the design. Body attitude control - the vehicles attitude with respect to the ground must be controlled, requiring support of the weight or height control, and control of pitch and roll, especially during longitudinal and lateral acceleration. A stiff suspension provides good attitude control. Wheel attitude with respect to ground and to vehicle body - this requires proper kinematic design of suspension and steering linkage (also dive and squat control)

Vehicle Vibration and Ride - 1

R.G. Longoria Spring 2011

Appendix A (base-excited models) Appendix B (human response to vibration)

Body attitude - roll Body attitude - pitch Wheel attitude Karnopp and Heess (1991)

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

A suspension may be required to satisfy a broad range of functions

1. 2. 3. 4. Provide vertical compliance so the wheels can follow an uneven road/terrain, thus isolating the chassis from induced forces and vibration. Maintain the wheels in the proper steer and camber attitudes to the road surface. React to the control forces produced by the tires-longitudinal (acceleration and braking) forces, lateral (cornering) forces, and braking and driving torques. Resist roll of the chassis. Keep the tires in contact with the road with minimal load variations.

Each wheel should primarily undergo vertical motion; a single degree of freedom.
The figure shown (from Matschinsky) shows how this degree of freedom can be realized. For an independent wheel suspension, the design might have: a. strictly vertical travel b. a combination of vertical and lateral displacement and a rotation (camber change) c. a general non-linear coupler movement that exhibits constrained motion With two wheels mounted together on a single wheel carrier, as on a rigid beam axle (d), the suspension requires two degrees of freedom so that each each wheel will have one degree of freedom. The necessary design will permit the axle both parallel travel and rolling motion relative to the vehicle body.

Suspension design objectives may require both kinematic and vibration analysis
1. 2. 3. Motional requirements are met through kinematic considerations (kinematics, multibody dynamics) Isolation is achieved by including elastic and dissipative elements (vibration/ride modeling) Since the kinematic, elastic, and dissipative design will impact how the tire interacts with the road, as well as how the body reacts, it is essential to understand any available knowledge about the vehicles dynamics in developing a suspension system. A balance between handling and ride is almost always necessary.

Achieving these functional objectives may be attempted through geometric suspension design and/or through active suspension methods.
1 Wheel and tire 6 track rod, driven by 7 7 steering link/gearbox

4.

Adapted from Matschinsky (2000)

2 Wheel carrier, maintains the wheel bearings, brake caliper, and overall attitude of the wheel 3 Wishbone link or A-arm 4 transverse link from vehicle body to wheel carrier 5 tension link (compliant)

8 spring 9 damper

From Matschinsky (2000)

10 drive shaft

The remaining slides focus on models commonly used for ground vehicle ride analysis. These models can help build insight into how/why certain suspension designs are adopted.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Ride and Noise

Ride quality refers to
the sensation or feel of the passenger tactile and visual vibrations in frequency range from 0 to 25 Hz (low)

Additional functions inspire use of car model

Isolation of the body from the forces generated by the ground unevenness - tire provides some help in this respect (ride control) Control of tire normal forces on the ground - by following the ground surface, the tires will have traction and lateral control (road holding control)

Sources of Vibration and Noise

Interaction of a ground vehicle with,
road roughness aerodynamic forces engine and driveline dynamics tire/wheel assembly imbalance dynamics

Noise refers to
aural vibrations frequency range 25 to 20,000 Hz (high)

Ride and noise are perceived differently by humans, so there is a need to adopt methods that help quantify and control. See Appendix B for more on human response (ref. Wong, Ch. 7).
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

can induce vehicle body vibration and noise.

Wong (2001) Karnopp and Heess (1991)

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Key analysis can begin with even simpler system models illustrating isolation function
You can show that:

The -car model can provide insight into several key measures of vehicle ride
These measures are discussed in Wong (2001) and summarized in notes provided on Vehicle Ride. 10
1 Transmissibility Ratio TR ( 2 f , 0.05 ) 2
2 TR ( 2 f , 0.10 )

Overview of Vibration Models

1 DOF: Base Excitation to guide initial model formulation Road surface profiles to understand how you specify road-induced excitation 2 DOF: -car Model the standard vertical vibration model 2 DOF: Pitch and Bounce Model

k s2 + (b)2 Z Z = = Y (k m 2 )2 + (b )2 Y

Understanding of transfer functions and frequency response is essential.

At higher frequencies, you may feel more with lighter unsprung mass. A lighter unsprung mass provides better vibration isolation in the midfrequency range.

0.1

Z Y
The frequency response tells us how the amplitude or phase of the response will depend on the frequency of the forcing function, y(t) (which we can relate to the terrain profile, y(x), and the forward velocity, V).

TR ( 2 f , 0.20 ) 2 0.01 TR ( 2 f , 0.75 ) 2 1 .10 3

Varying mass ratio

0.1 1 f Frequency (Hz) 10 100

mass ratio =
Good isolation

mus ms

1 .10 4

The 1/4 car model is also helpful in introducing the role that controllable or active elements can play in vehicle suspensions.
Department of Mechanical Engineering The University of Texas at Austin ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Vehicle Vibration Models

1 DOF

1 DOF Base Excitation

Vertical Vibration:

1 DOF Base Excitation

Frequency Response for Base Excitation

Z Y
7 DOF 2 DOF

y=
2 DOF for pitch and bounce 15 DOF

dy dy dx dy = = V dt dx dt dx

Z k s2 + (b)2 = Y (k m 2 )2 + (b )2

pz = mz = F mg F = Fs + Fc = ks xs + b( y z ) x s = v = y z
y ( x ) = given road profile
Note: this variable represents the compression/extension of the spring element (not its total length).
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tan = z (t ) =

mb 3 (k m 2 )2 + (b )2

b bc

Z Yo sin(t ) Y y (t ) = Yo sin(t )
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

These curves show the effect of damping, although all curves go through,

n = 2

See Appendix A.

Ref.: W.T. Thomson, Theory of Vibration with Applications, Prentice-Hall, 1993.

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Using the 1 DOF Model

To use the 1 DOF model, the input forcing function needs to be specified. This is simply a function of time. Compute amplitude of output given input. For a ground vehicle, wed like to tie the input to the type of surface being traversed. To do this, you need to relate the input to a description of the ground surface, and you also need to consider the ground speed.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Description of Road Surface Profiles

Consider a vehicle traveling with constant speed, V. To travel between two points X apart takes time,
Road profile

Forcing Frequency from Road Profile

Now we can see that a spatial cycle of wavelength, , is traversed by a vehicle during a period, T, given by

= XV
The wavenumber of the road, , is a measure of the rate of change with respect to distance or length. In time, we relate period, T, to frequency, . In space, we relate wavenumber, , to wavelength, .
A road can then be described by a spectrum that is a function of wavenumber.

T = V

But this period, T, is related to frequency, , so we can write,

2 2 V 2 = = V = V T

T = 2
Units:

= 2
Units:

cycles/distance
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So you can relate frequency, , to a forward vehicle velocity using the wavenumber-based description of a road profile.

[ ] = rad sec

[ ] = rad m

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Department of Mechanical Engineering The University of Texas at Austin

Road Elevation Profile Descriptions

Surveys of roads use power spectral densities plotted as functions of wavenumber. Road profiles show a drop with spatial frequency, as shown here. How do you interpret this graph? What kind of change do you expect to see in front of you over the next inch/cm, foot/m, or mile? Could you look at a graph like this and say: For my vehicle, this environment will be no problem. ?
Gillespie (1992) What if this was flat?

Road Descriptions as PSD

For high you can get high variations.

Data for Road PSD Functions

S g ( ) = Csp N
From Wong (Chapter 7)

You can develop basic functions to quantify these spectra. For example, S g ( ) = Csp N For vehicle vibration, you can convert this to units of frequency by the relation,

Wong (2001)

Sg ( f ) =

1 S g ( ) V

Note, Wong uses here instead of .

= 2
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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What can you do with all of this?

For a linear system (the vehicle vibration model), you can compute the response (vibrations) by using the road profile spectrum (with frequency transformation).

1 DOF System Base-Excited by Random Road Input (1)

Consider the base-excited system as a model of a vehicle being driven over a road that has a road profile given by, mm2 100 mm 2
S g ( ) = 100
20

1 DOF System Base-Excited by Random Road Input (2)

Use the PSD as input to the transfer function previously derived and now expressed in the form,
H ( ) = r= Z 1 + (2 r ) 2 = Y (1 r 2 ) 2 + (2 r )2
Z Y

Z Y

cycles/m

2 rad/m

Sv ( f ) = H ( f ) S g ( f )
The vibration spectrum Your linear vibration model

The input
Then, you can use measures, such as:

100 2

= 15.915
10 S g ( ) 10
6

constant

This PSD is re-written in terms of angular frequency using,

S g ( ) =
In this case,
0 0 1 2

1 S g ( = ) V V
100 1 mm 2 2 V rad/s

c k ; = ; n = n m 2 km
n = 2 (1.5) rad/sec = 0.1

H ( )

Hmag2( r)

rms vibration =

f2 f1

Let,

S ( f )df

wavenumber
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= 2

S g ( ) =

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This is the squared result for this case.

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2 r

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1 DOF System Base-Excited by Random Road Input (3)

Now apply the relation:
20

1 DOF System Base-Excited by Random Road Input (4)

From the response PSD, you can compute the standard deviation and root-meansquare values. Use practical end

1 DOF System Base-Excited by Random Road Input (5)

As a continuation, consider now a road profile described by the relation, S g ( ) = Csp N For the same example, you will find the input takes the form shown to the right. In this case,
v2 = 21.241 mm
2
2
6

10

S z ( ) = H ( ) S g ( )
100
5

100

points for integration.

10 S y ( )

10
10 S g ( ) 10
6

10 10 Sv ( )
6

Hmag2( r)

10 S v ( ) 1

= S z ( )d
2 z 0
0 10 20

Units: rad/sec
20 Hza

0.1

10

0.1
0 2 r 4

10

20

0. 1

S g ( )

H ( )

S z ( )
100

S z ( )
100

Area under PSD

Assume:
V = 30 km/hr

v2 := Sv( ) d 0 Hza

100 10 1

This is the power spectral density (PSD) of the mass velocity.

10 10 Sv ( ) 1
6

10 10 Sv ( ) 1
6

v2 = 150.
RMS

mm

v2 = 4.609 mm

10 Sv ( )

0.1 0.01

0.1

10

20

0.1

v2 = 12.25 mm
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for V = 30 km/hr
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

1 .10

10

20

10

20

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Example: Problem 7.5 (Wong)

Example: Problem 7.5 (Wong)

Summary
The base-excited model should be used to understand the basic vibration problem in a -car vehicle model. The transmissibility ratio illustrates the frequency response of the base-excited mass-spring-damper system (see also Appendix B). Road profiles can be transformed into input forcing power spectral densities which drive the system. Basic functions provide a way to estimate the response spectrum and critical values such as the rms velocity or acceleration. Vehicle ride models can become more complex as you add the effect of additional masses, etc.

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

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 Car Models for Ride

The car model is used for modeling the vertical vibration of a vehicle, taking 1/4th of the sprung mass and incorporating associated unsprung mass (effective tire, axle, etc.). The mathematical (vibration) model is derived by applying Newtons law to each mass, identifying the forces induced on each mass (see next slide). This leads to a 2 degree of freedom (DOF) model. For linear analysis, it is convenient to follow the traditional model, as outlined in Wong and summarized in the following slides. This analysis utilizes the 2nd order form of the equations. For cases where the suspension elements become nonlinear, or to study the effect of semi-active or active suspension elements, it is convenient to formulate the equations as a set of 1st order state equations. These can be used directly in simulation and or control system analysis.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Car Vehicle Model

2 DOF Model for Sprung and Unsprung Mass
From Wong
Excitations from aerodynamics and engine and driveline are applied to sprung mass. Tire/wheel imbalance forces are applied to unsprung mass.

Car Vehicle Model

Finding the Natural Frequencies
To find the natural frequencies, take the undamped, unforced system,

ms 1 + ks ( z1 z2 ) = 0 z

mus 2 + ks ( z2 z1 ) + ktr z2 = 0 z
Assume the response of each variable will take form,
Wong, Fig. 7.5

For sprung mass:

z1 = Z1 cos nt z2 = Z 2 cos nt

ms 1 + csh ( z1 z2 ) + k s ( z1 z2 ) = Vertical Forces on Sprung Mass z

For unsprung mass:
How do you find these terms?

Plug into the equations above leads to two equations valid for any Z1 and Z2 so long as,
2 ms n + k s

ks
2 ms n + k s + ktr

mus 2 + csh ( z2 z1 ) + k s ( z2 z1 ) + ct z2 + ktr z2 = F (t ) = c1 z0 + ktr z0 z

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ks

=0

Characteristic equation + 2 natural frequencies.

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Car Vehicle Model

Calculating the Natural Frequencies
(ms mus ) + n ( ms ks ms ktr mus ks ) + ks ktr = 0
4 n

Car Vehicle Model

Approximating the Natural Frequencies
For a typical passenger car, the sprung mass

Using car approximations

Unsprung mass is often an order of magnitude higher than sprung mass (for passenger vehicles). Damping ratio in shock absorbers is usually in the range 0.2 to 0.4. Damping in tire is usually very small. You can approximate damped natural frequency with natural frequency in many cases.

f ns =

Two solutions:

n21 = n22 =

B1 B12 4 A1C1 2 A1 B1 + B12 4 A1C1 2 A1

A1 = ms mus B1 = ms k s + ms ktr + mus ks C1 = k s ktr
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1 2

1 k s ktr 1 = ms k s + ktr 2
RR = ride rate

RR can be an order of magnitude larger than ms unsprung mass, while the suspension stiffness
is an order of magnitude lower than the equivalent tire stiffness.

f n us =

1 2

k s + ktr mus

See also Gillespie (1992), p. 148

Case 1: Neglect mus, find equivalent stiffness (RR) Case 2: Assume vehicle acts like big inertia and mus bounces between ground and inertia

n1 = 6.563 rad/sec
f n1 = 1.045 Hz

f n1,2 =

n 2 = 66.19 rad/sec
f n 2 = 10.54 Hz
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

n1,2 2

=
f n s = 1.045 Hz f n us = 10.53 Hz
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

c 2 km

d = n 1 2

NOTE: With a computer, easy enough to solve these problems, but sometimes it is good to get feel for magnitudes.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Static Deflection vs. Natural Frequency

For standard passenger vehicles, you can approximate sprung natural frequency from static deflection.

Insight into Wheel Hop Resonance

Resonance of the unsprung mass
Typical wheel hop resonance lbf in lbf in W wheel := 100 lbf mus := W wheel g fn_us := 1 2 Kt + Ks mus Kt := 1000 Ks := 100

Example: Problem 7.1 (Wong)

ktr >> ks

f ns =

1 2

1 k s ktr 1 ms k s + ktr 2

ks ms

fn_us = 10.372 Hz

1 m

NOTE: In 4th ed., these equation numbers are 7.20 and 7.21, respectively.

Gillespie (1992)

f ns
f n2 s 10 =

1 2

k 10 g s W
= mg k

= static deflection
From Gillespie (1992)

f n us

1 2

ks + ktr mus
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Example: Problem 7.1 (cont.)

NOTE: In 4th ed., these equation numbers are 7.22 and 7.24, respectively.

Insight from Transfer Functions

Linear transfer functions allow for analysis in the frequency domain, and the relationships between different variables provide insight into different suspension characteristics: Vibration isolation response of sprung mass to ground input Suspension travel deflection of suspension spring or relative displacement between sprung and unsprung mass with respect to road surface profile Road-holding critically depends on the normal force acting between the tire and the road surface (dynamic tire deflection)
*Reference Wong, Ch. 7, pp. 442-453

Transfer Functions
for Car Model - Vibration Isolation 1
10 1 Transmissibility Ratio TR ( 2 f , 0.05 ) 2
2 TR ( 2 f , 0.10 )

You may feel more higher frequency vibration with a lighter unsprung mass. A lighter unsprung mass provides better vibration isolation in the midfrequency range.

0.1

TR ( 2 f , 0.20 ) 2 0.01 TR ( 2 f , 0.75 ) 2 1 .10 3

Varying mass ratio

0.1 1 f Frequency (Hz) 10 100

NOTE: In 4th ed., these equation numbers are 7.23 and 7.25, respectively.

mass ratio =

mus ms

1 .10 4

This is a measure of vibration isolation, or the response of the sprung mass to the excitation from the ground. Here we look at the effect of the ratio of unsprung to sprung mass (0.05, 0.1, 0.2, 0.75).
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

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Transfer Functions
for Car Model - Vibration Isolation 2
stiffness ratio = ktr ks
In this region, you get better isolation with a stiffer tire.

Transfer Functions
for Car Model - Vibration Isolation 3
Varying damping
Higher damping is better in the vicinity of the natural frequency of the sprung mass. In this region, you get better isolation with lower damping ratio.

Transfer Functions
for Car Model - Suspension Travel
( z2 z1 )max
z0
At frequencies below the natural frequency of the sprung mass, a softer suspension leads to higher suspension travel.

As expected, a stiffer tire (relative to suspension) transmits more force to sprung mass.

A higher stiffness ratio corresponds to a softer suspension spring stiffness. Softer suspension provides better overall isolation, except in mid region.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

This is measured by deflection of the suspension spring or by relative displacement of the sprung and unsprung masses.
Varying stiffness ratio

Stiff suspension Soft suspension Varying stiffness ratio

Effect of tire to suspension stiffness is shown.

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This helps identify rattle space.

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Transfer Functions
for Car Model - Dynamic Tire Deflection
Not good!

Transfer Functions
for Car Model - Dynamic Tire Deflection
( z0 z2 )max
Light damping Bad shock absorber?
Varying damping ratio See Problem 7.6 Varying stiffness ratio

Example: Problem 7.6 (Wong)

( z0 z2 )max
z0

z0

Stiffer suspension leads to better road holding.

ktr tr = (total weight)=ms g + mus g

NOTE: In 4th ed., this is Fig. 7.17.

Wong (2001) This is a measure of road holding, since the dynamic tire deflection ratio shown is a measure of the normal force on the ground contact.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Wong (2001) Better vibration isolation with softer suspension, but to get better roadholding at a frequency of excitation close to the unsprung mass natural frequency, a stiffer suspension spring should be used.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

2 2 V 2 = = V = V T

V = f
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Example: Off-road axle change

A former student relayed this story: He and friends did off-road driving in jeeps. A friend changed the standard CJ-7 axle to heavier Toyota Land Cruiser axles. Why would he do that? These performed well off-road, but after a year, the chassis cracked. Can you explain why this happened?
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Simulation of Car Model

We can envision at least two cases where we must absolutely utilize computer simulation for the basic car model:
To find time-domain response to irregular surface profiles To find response given suspension and/or tire nonlinearities
1

3 Ways to Use a Car Model

Approach
Intuitive understanding based on approximations and knowledge of natural frequencies and their relative magnitudes. Derive and develop transfer functions between variables of interest.

Result/Usage
Understanding of the influence of sprung and unsprung masses, etc., on suspension performance.

Insight into vibration isolation, suspension travel, and road holding capabilities.

To arrive at the appropriate model, you must:

Convert the 2nd order equations into 1st order form Derive directly as 1st order equations (bond graph?)
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Develop differential equations for direct numerical integration.

Time-domain simulations, allow nonlinear effects, active system integration, transient evaluation.
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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Summary
Basic 1 and 2 DOF models provide good tools for studying the dependence of ride performance on component parameter values. Ride analysis focuses on vibrational response of a vehicle to road excitation, allowing study of the dependence on the distribution of mass, stiffness, and damping. The transfer function models can also show how some objectives can be at odds with others (introducing the need for controls). It can take time and experience to use basic models effectively, so nonlinear simulation ends up being a strong tool that can help overcome difficulties with building insight. Later we will examine how active elements and feedback principles are used in controlled suspensions.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

References
1. 2. 3. 4. 5. W.T. Thomson, Theory of Vibration with Applications, Prentice-Hall, 1993. Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, Warrendale, PA, 1992. Liljedahl, et al, Tractors and their power units, ASAE, St. Joseph, MI, 1996. Wong, J.Y., Theory of Ground Vehicles, John Wiley and Sons, Inc., New York, 2001. Karnopp, D. and G. Heess, Electonically Controllable Vehicle Suspensions, Vehicle System Dynamics, Vol. 20, No. 3-4, pp. 207-217, 1991.

Appendix A
Base-excited model and analysis

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Appendix A 1

Ref. Thomson, 1993

Appendix A 2

Ref. Thomson, 1993

Appendix A 3

Ref. Thomson, 1993

b bc
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Human Response and Perception

Subjective ride measurements Shaker table tests (mostly sinusoidal, multidirectional) Ride simulator tests - can induce multidirectional vehicle motion Ride measurements in vehicles

Vertical Vibration Limits

From Ride and Vibration Data Manual (SAE). Janeways comfort criterion based on sinusoidal vibration (single frequency)
1-6 Hz: jerk should not exceed 12.6 m/s3. 6-20 Hz: peak acceleration less than 0.33 m/s2 20-60 Hz: peak velocity less than 2.7 mm/s
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Appendix B
Human response to vibration

Wong (2001)

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10

Standards: ISO 2631

For evaluation of vibrational environments in transport vehicles and in industry. Three distinct limits are defined for whole-body vibration in 1 to 80 Hz frequency range.
Exposure limits (safety related) Fatigue or decreased proficiency (efficiency) Reduced comfort
Vertical vibration

ISO 2631
Transverse vibration

Octave Bands
Octave bands are geometrically related by the recursive relation,
f n +1 = 2k fn

Where the two frequencies, fn and fn+1 are successive band limits (lower and upper), and the index k is a positive integer or a fraction according to a whole octave or fractional octave. For example, if k = 1, the ratio between successive bands is 2. If k = 1/3, then the ratio between the upper and lower band limits is 1.26. Associated with each band is a center frequency, fc, which is given by the geometric mean, f = f f
c n +1 n

An octave bandwidth is, f n+1 f n = BW (bandwidth) Contrast this with a decade. If you advance a decade, it is a 10-times increase.

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ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Other Issues and Definitions

Below 1 Hz exposure leads to motion sickness, so different standards are set for 0.1 to 1 Hz. Absorbed power is a common standard, found by product of vibration force and velocity transmitted to human body. Absorbed power is used especially in specifying military vehicle vibration tolerance levels. For example, 6 W is sometimes referred to as the maximum amount a human can be exposed to (and still do their job).
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

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