SPECILIZED PROJECT GVHD: Assoc.

Prof Le Thanh Long

HO CHI MINH CITY UNIVERSITY OF

TECHNOLOGY

COMPARATIVE STUDY OF PASSIVE AND SEMI-

ACTIVE HALF-CAR SUSPENSION SYSTEM
EFFICIENCY UNDER DIFFERENT URBAN ROAD
CONDITIONS

Advisor: Assoc.Prof Le Thanh Long

SVTH: Le Minh Thuan - 2052270

1
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

2 ABSTRACT
Motorcycles, automobiles, and other on-land means of transportation play an unreplaceable
part in today’s modern society. In this industry, drivers and customers’ ride safety, comfort
and maneuverabilities are still of the most concern factors despite years of development.
The suspension is the main system that affects these values and that is why it is important to
understand the structure, the kinematics, and the dynamic of this system to best control it.
There are three main types of controlling a suspension system: passive, semi-active, and
active system model. This thesis focusses on studying from basic the mentioned variables of
suspension system by comparing semi-active and passive suspension model effectiveness
using half-car suspension model to generate fundamental mathematic theories and then
simulate them using RecurDyn, Mathlab, and Simulink softwares under different urban road
conditions and profiles. The 2-DOF model can be used instead of the half-car and the full-
car body suspension model to reduce the complexity. However, it is still sufficient to
represent the dynamic relationships between the model and road surfaces which affect ride
comfort. Vehicle ride comfort is mainly affected by vertical acceleration and frequency of
motion of car body. Even though the requirements regarding the ride quality and the drive
safety are two conflicting criteria, if well modeled the result will not be affected much. This
thesis will provide base knowledge for learning to optimize the control of suspension
system on practicle urban roads.

SVTH: Le Minh Thuan - 2052270

2
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

3 ACKNOLEDGEMENTS

SVTH: Le Minh Thuan - 2052270

3
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

4 TABLE OF CONTENTS
1.........................................................................................................................................1

2 ABSTRACT...............................................................................................................2

3 ACKNOLEDGEMENTS...............................................................................................3

4 TABLE OF CONTENTS...............................................................................................4

5 LIST OF FIGURES......................................................................................................6

6 LIST OF TABLES........................................................................................................7

1 CHAPTER I: GENERAL INTRODUCTION......................................................................8

1.1 Introduction..................................................................................................................8
1.1.1 Background and significance..................................................................................8
1.1.2 Suspension system structure..................................................................................8

1.2 Modeling types of suspension systems.........................................................................9

1.2.1 Quarter-car model..................................................................................................9
1.2.2 Linked vibration model...........................................................................................9
1.2.3 Car space model...................................................................................................10

1.3 Classification of suspension systems...........................................................................10

1.3.1 Base on other aspects.......................................................................................... 10
1.3.2 Base on controlling method.................................................................................11

1.4 Criteria for assessing fluctuations...............................................................................12

1.4.1 Criteria for evaluating the smoothness of movement..........................................12
1.4.2 Criteria for movement safety and loads acting on the roadbed...........................13

1.5 Scope of the thesis......................................................................................................13

2 CHAPTER II: FUNDAMENTAL THEORIES..................................................................14

2.1 Introduction (bổ sung thông tin).................................................................................14

2.2 Fundamental theories and mathematical formulation of quarter-car modeling........14

2.2.1 Assumptions.........................................................................................................14
2.2.2 Passive model description....................................................................................14

SVTH: Le Minh Thuan - 2052270

4
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

2.3 Research situation of automobile road profiles analyse of automobile fluctuation

evaluating quota.................................................................................................................. 18

3 CHAPTER III: SIMULATIONMATHEMATICAL MODEL OF QUARTER CAR SUSPENSION

SYSTEMS UNDER ROAD CONDITIONS (MATHLAB)............................................................19

3.1 Introduction................................................................................................................ 19
3.1.1 Test Data.............................................................................................................. 19

3.2 Passive simulation model............................................................................................21

3.3 Passive simulations.....................................................................................................23

3.3.1 Comparison of passive with common semiactive results.....................................30
3.3.2 Step comparison results.......................................................................................35

4 CHAPTER IV: DYNAMIC SIMULATION OF MODELS UNDER ROAD CONDITIONS

(RECURDYN).....................................................................................................................40

5 CHAPTER V: CONCLUSION AND FUTURE WORK.....................................................40

5.1 Conclusion on skills and experiences learned through this thesis..............................40

5.1.1 Convert an automobile part/system in reality to physical model, mathematical
model.......................................................................................................................... 40
5.1.2 Simulate mathematical models to analyse ride comfort quality under different
road conditions, vehicle parts’ characteristics (pressure, volume, velocity, mass) and
compare between semi-active & active model...........................................................40

5.2 Conclusion on future work direction..........................................................................40

6 CHAPTER VI: REFERENCES......................................................................................41

SVTH: Le Minh Thuan - 2052270

5
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

5 LIST OF FIGURES
Hình 1 Quarter-car model...................................................................................................... 9
Hình 2 2-DOF car model..................................................................................................... 10
Hình 3 Car space / Full car model.......................................................................................... 10
Hình 4 Passive suspension system.......................................................................................... 11
Hình 5 Semi-active suspension system.................................................................................... 11
Hình 6 Active suspension system........................................................................................... 12
Hình 7 Quarter car representation of front wheel........................................................15
Hình 8 Quarter car representation of Rear wheel.........................................................15
Hình 9 Half car representation of passive suspension system.....................................15
Hình 10 Passive simulink blocks............................................................................................ 23
Hình 11 Road profile simulink model............................................................................24
Hình 12 Else action port............................................................................................... 24
Hình 13 passive/body displacement........................................................................................ 25
Hình 14 Passive/Front sprung mass displacement.......................................................................25
Hình 15 Passive/ front sprung mass velocity.............................................................................25
Hình 16 Passive/ front sprung mass acceleration........................................................................26
Hình 17 Passive/ Front suspension travel................................................................................. 26
Hình 18 Front suspension velocity......................................................................................... 26
Hình 19 Passive/Rear sprung mass displacement........................................................................27
Hình 20 Passive/Rear sprung mass velocity.............................................................................. 27
Hình 21 Passive/ Rear sprung mass acceleration........................................................................27
Hình 22 Passive/ Rear suspension travel.................................................................................. 28
Hình 23 Passive/ Rear suspension velocity............................................................................... 28
Hình 24 comprison/Front sprung mass displacement...................................................................31
Hình 25 comprison/Rear sprung mass displacement....................................................................31
Hình 26 comprison/Front sprung mass velocity.........................................................................32
Hình 27 comprison/Rear sprung mass velocity..........................................................................32
Hình 28 comprison/Front sprung mass acceleration....................................................................32
Hình 29 Comparison/ Front suspension travel........................................................................... 33
Hình 30 Comparison/ Rear suspension travel............................................................................ 33
Hình 31 Comparison/ Front suspension velocity........................................................................33
Hình 32 Comparison/ Rear suspension velocity.........................................................................34
Hình 33 Step/body displacement............................................................................................ 37
Hình 34 Step/Front sprung mass displacement...........................................................................37
Hình 35 Step/Rear sprung mass displacement............................................................................38
Hình 36 Step/Front sprung mass velocity................................................................................. 38
Hình 37 Step/Rear sprung mass velocity.................................................................................. 39
Hình 38 Step/Front sprung mass acceleration............................................................................ 39
Hình 39 Step/Rear sprung mass acceleration.............................................................................39
Hình 40 Step/ Front suspension travel..................................................................................... 40
Hình 41 Step/ Rear suspension travel...................................................................................... 40
Hình 42 Step/ Front suspension velocity.................................................................................. 40
Hình 43 Step/ Rear suspension velocity................................................................................... 41

SVTH: Le Minh Thuan - 2052270

6
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

6 LIST OF TABLES
Table 1 Test data for front wheel
Table 2 Test data for Rear wheel
Table 3 Other data for simulation
Table 4 Passive simulation values for front wheel
Table 5 Passive simulation values for Rear wheel
Table 6 Comparison of passive and semiactive results

SVTH: Le Minh Thuan - 2052270

7
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

1 CHAPTER I: GENERAL INTRODUCTION

1.1 Introduction
1.1.1 Background and significance
In recent years, road vehicle safety concerns and performance have been regarded as a
research focus since worldwide the road traffic fatalities claim a staggering 1.25 million
lives annually and frequently cause approximate 50 million people suffering from non-fatal
injuries. Various researches of vehicle systems have received an almost identical conclusion
that the vehicle suspension systems, which transmit the vibrations between the body and the
irregular road surface, mainly determine the ride safety and maneuverability of an
automobile. Moreover, the suspension systems should also provide passengers with a high
level of ride comfort to prevent physical fatigue while they enable the driver to maintain
authority over the vehicle in critical situations. Since the suspension systems have a
significant impact on the subjective feelings of the vehicle, the customer raises increasingly
requirements for modern automobiles to achieve the substantial performance improvements
of driving safety and ride comfort. Therefore, the design of vehicle suspension systems are
still needed further studies on these aspects, which represent a challenge to automotive
industries, both in terms of science and engineering. Generally, suspension systems refer to
a general designation of the connection between the vehicle body and vehicle wheel, which
act as a bridge between the occupants of a vehicle and the traveled road. Various forces and
torques between the body and the tire, such as the supporting force, braking force and
driving force, are transmitted to the vehicle body by suspension systems to guarantee the
vehicle in normal state. Thus, vibration induced by the rough road is an inevitable
phenomenon during the running. Therefore, suspensions are required to effectively ease the
impact loads caused by the irregular road surfaces, attenuate vibrations, and ensure the ride
comfort of passengers and the road holding capacity of the vehicle, which have significant
effect on the overall performance of the vehicle.
1.1.2 Suspension system structure
Conventional vehicle suspension systems (passive) are basically composed of spring
and damper elements, and the wheel with the tire and its carrier systems. The main
functions of the spring are to support the vehicle body and to isolate the body from road
disturbances, and thus contribute to ride comfort. The damper can contribute to both ride
comfort and driving safety. Its task is the damping of body and wheel oscillations, where
the avoidance of wheel oscillations directly refers to drive safety, as a non-bouncing wheel
is the condition for transferring road-contact forces. To enhance the ride quality, it is critical
for isolating the vehicle body (also called sprung mass) from the road disturbances and
decreasing the resonance peak of the sprung mass close to 1 Hz, which is regarded as a
sensitive frequency to the human body. As for improving the driving safety, keeping the tire
in contact with the road surface and thus decreasing the resonance peak near 10 Hz, which
is the resonance frequency of the wheel (also called unsprung mass), are vital. These
suspension performances are influenced by the settings of the spring and damper. For
example, for a given conventional suspension system, the suspension could provide
excellent ride comfort by a soft spring and damper setup isolating the chassis from the road
induced vibrations by allowing a large suspension deflection. However, the vehicle should
be controllable by the driver to ensure ride safety, which requires a stiff, well damped

SVTH: Le Minh Thuan - 2052270

8
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

coupling between the vehicle and the road preventing unnecessary suspension deflections,
especially for non-stationary driving maneuvers, e.g. driving a rough road or cornering.
Consequently, the requirements regarding the ride quality and the drive safety are two
conflicting criteria. To solve or at least reduce this conflict, different suspension systems are
proposed. Thus, the following sections give detailed descriptions of the present research
situation, problems, and research tendency of vehicle suspension technology in detail.
1.2 Modeling types of suspension systems
1.2.1 Quarter-car model
The 1/4 model bag consists of two M-suspended masses (specific to the block body
power) and not suspended m (indicated by specific mass wheel, on request vehicle and
component links). The part is suspended and cannot be connected each other information
about the restored elements of the suspension and shocks, which have stiff springs is K,
damping coefficient C, figure (2.1).

Hình 1 Quarter-car model

To be able to convert the physical model into a dynamic model of the tool system car
engine, it is necessary to make some assumptions to simplify the calculation but still
ensures the correctness of the results. Research process in The 1/4 model only considers the
vibration of one of the four wheels, the vibration of the system is small, linear, around the
static balance position, the wheel rolls without slipping and always in contact with the
road... The 1/4 model can be used to optimally select parameters such as tire stiffness,
Unsuspended mass m, stiffness K and damping coefficient C according to the objective
function just mentioned above.

1.2.2 Linked vibration model

This dynamic model represents the 2-axle car link vibration in the form flat model,
which means that the car is assumed to be symmetrical about the vehicle's longitudinal axis
and see how rough the road profile is under the left and right wheels together. The hanging
mass is referred to the center of gravity of the hanging part expressed through value
mass M (representing the suspended mass as the vehicle body) and m1, m2 (mass
Representing the unsuspended mass is the axle) with 4 degrees of freedom: Z, φ,.

SVTH: Le Minh Thuan - 2052270

9
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Hình 2 2-DOF car model

This model is effective for the general layout problem, and is a simple model when
studying the road and load distribution when braking.

1.2.3 Car space model

The car space model has a small volume, but it has elements Geometric and physical
nonlinearities are large, so these factors cannot be ignored when formulating model. The
structural feature is a load-bearing shell, independent front suspension with phi element
high geometrical line.

Hình 3 Car space / Full car model

In which a, b, L, Bt and Bs are the basic dimensions of the vehicle; mij and M are blocks
unsuspended and suspended amounts of the vehicle body; Kij is the stiffness of the system
car suspension; Cij is the damping resistance coefficient of the car suspension system; KTij
is the hardness of tires; CTij is the tire's damping resistance coefficient.

1.3 Classification of suspension systems

1.3.1 Base on other aspects
Besides the controlling method, suspension system can also be classified based on:

SVTH: Le Minh Thuan - 2052270

10
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

- Left and right wheels linkage: 1. Independent Suspension · 2. Dependent Suspension

· 3. Semi-Independent Suspension 4. Macpherson suspension 5. Rigid axle suspension …
- Elastic element: leaf spring, coil spring, air/hydraulic spring, electrical, rubber
- Oscillation extinguish element: friction, hydraulic, electrical
1.3.2 Base on controlling method
Generally speaking, suspension systems can be classified into three categories:
passive, semi-active, and active suspensions. Passive suspensions mainly consist of
traditional springs and dampers mounted between the vehicle body (sprung mass) and
wheel-axle assembly (unsprung mass), which are usually installed on conventional vehicles.
Passive ones are inadequate in simultaneously achieving the performance
improvements of ride comfort and road holding, because these two criteria require different
spring and damper properties and conflict with each other. Hence, passive suspensions need
a tradeoff to solve conflicting requirements of ride comfort and road holding.

Hình 4 Passive suspension system

Semi-active suspensions utilize variable dampers or other variable dissipation

components to provide considerable improvements over passive systems, but they are still
limited in improving ride comfort performance. Electro-rheological and magneto-
rheological fluid dampers are frequently developed for semi-active suspensions, especially
the latter ones becoming more common during the last decade. Another possibility for
modulating a semi-active suspension is using a semi-active shock absorber, in which
damping is controlled via a magnetic valve that opens or closes a bypass continuously.

Hình 5 Semi-active suspension system

Active suspensions provide controlled actuators (e.g., linear motor, hydraulic

cylinder) placed between the vehicle body and wheel-axle in parallel with the suspension
elements, which have the ability to create the desired force for both adding and dissipating
energy from the system, to achieve certain performance objectives. The actuator utilizes the
suspension space with pulling down or pushing up the vehicle body to suppress its
vibrations arising from the road irregularities. Hence, the limitation caused by this needs to
take into consideration for active suspension control design, in other words, the suspension

SVTH: Le Minh Thuan - 2052270

11
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

working space must be preserved while increasing the ride comfort. Compared with passive
and semi-active suspension systems, active suspensions possess more effective in the
realization of significant performance improvements but has highest price and other
relevant costs.

Hình 6 Active suspension system

1.4 Criteria for assessing fluctuations

When a car is in motion, it always oscillates, over a long period of time it will cause fatigue
for the driver and passengers, reduce work efficiency, and can cause the risk of neurological
and brain diseases leading to death. Loss of flexible response and precise control causes
traffic accidents.
From the above concepts, to be able to evaluate vehicle quality objectively and accurately, it
is necessary to research and develop vibration theory in all related fields. General research
on vehicle vibrations is to solve the relationship "Road - Vehicle - Person".

The vibration properties of cars are often evaluated from two perspectives:
- From the point of view of the smoothness of motion, the oscillating acceleration parameter
is decisive because it affects the driver and passengers.
- From the point of view of motion safety and the load applied to the ground, the dynamic
load value between the wheels and the roadbed is the decisive parameter.
1.4.1 Criteria for evaluating the smoothness of movement
Based on foreign research works and documents of the Vietnam Institute of Science
and Technology for Labor Protection, we present some typical indicators for the
smoothness of car movement as follows:

- Frequency criteria:

The natural oscillation frequency of an oscillating system (including 1 mass placed on

a spring) is understood as the number of oscillations of the system in one minute
(oscillation/minute), or in one second (1/s respectively). with 01Hz).

In which: C - Hardness of the oscillating system.

M - Mass placed on the system.

The natural oscillation frequency depends only on the structural parameters of the
oscillating system (mass, stiffness, resistance) and does not depend on the oscillating
excitation.

SVTH: Le Minh Thuan - 2052270

12
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

When evaluating the smoothness of a car's movement with specific road surface
conditions and structures, the car's oscillation frequency must be within the limit of 1 - 1.5
Hz, which is often used as the standard to evaluate vibrations. The motion of the car is as
follows:

For passenger cars n = 60 - 85 (d/min) For transport vehicles n = 85 - 120 (d/min).

- Criteria for oscillation acceleration:
Experiments lasting 8 hours showed that the most sensitive to human is the frequency
range 4 - 8 Hz. In this frequency range, the allowable values of the total direction are
allowed acceleration is as follows.
Comfort: 0.1 (m/s2)
Fatigue: 0.315 (m/s2)
Effects on health: 0.63 (m/s2)

The above data can be considered approximate to evaluate the smoothness of a car's
movement, because it is based on statistics. On the other hand, what is more important is
that the vibrations transmitted to humans by the car are essentially random effects with a
wide frequency range and are complex in both direction of action. In addition, according to
some reference documents, the authors also provide a number of other criteria to evaluate
the smoothness of the car's motion, such as the indicator of smoothness of motion based on
the oscillation acceleration and impact time of the vehicle.
1.4.2 Criteria for movement safety and loads acting on the roadbed
From the point of view of motion safety (in terms of controllability) and the load acting on
the roadbed, the value of the vertical force between the wheel and the road is also an
important parameter to evaluate. The dynamic force Fd (t) is more complicated to determine
because it depends on the oscillation properties of the car, the moving speed and the road
profile roughness.

1.5 Scope of the thesis

The aim of the thesis is to use the half-car theoritical quarter-car suspension model to study
fundamental mathematical theories to fully understand its kinematics & dynamics, simulate
the system under different road excitations. This will help to understand vehicle suspension
system and can develop ultimate semi-active suspension system and control algorithm
method in the future work.

SVTH: Le Minh Thuan - 2052270

13
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

2 CHAPTER II: FUNDAMENTAL THEORIES

2.1 Fundamental theories and mathematical formulation of half-car modeling
In order to simulate the suspension system mathematical equations, which represent
the suspension system is to be first derived. For this reason fundamental principle of
mechanics was applied. In order to formulate mathematical relations for sprung and unsrung
masses, some simple assumptions were considered in this work.

2.1.1 Assumptions

1. Vehicle wheels does not leave the ground

2. Mass (m, sprung mass) is assumed to be distributed uniformly over the

undercarriage and the entire mass is assumed to act at the CG

3. Pitch angle is considered very small

4. Velocity of the vehicle is constant

2.1.2 Passive model description

Based on these assumptions the half car system was split into two separate quarter car
systems, the combined behavior of the two being the same as the half car itself. The tire is
simply modeled as a spring of stiffness Ku. Figure 3.1 shows the half car model represented
with suitable notations.

SVTH: Le Minh Thuan - 2052270

14
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Let m be the one half the mass of total vehicle

Hình 7 Half car representation of passive suspension system

xb be the vehicle (body) displacement

Hình 8 Quarter car representation Hình 9 Quarter car

of front wheel representation of Rear wheel

m1, m2 be the unsprung masses of front and rear wheels

ms1, ms2 be the sprung masses of front and rear wheels

Kb1 , Kb2 be the spring constants of front and rear springs

Kw1 , Kw2 be the spring constants of front and rear wheels

cb1 , cb2 be the damper coefficients for dampers of front and rear wheels

x5 , x6 be the displacements of front and rear sprung masses

SVTH: Le Minh Thuan - 2052270

15
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

x2 , x4 be the displacements of front and rear unsprung masses

x1 , x3 be the displacements of front and rear wheels (road profiles)

Ib Pitch inertia

L1 L2 be the distance of CG from front and back suspensions

Using the above notations the mathematical relations is derived as fallows

Equivalent masses

The equivalent masses ms1, ms2 is given by

ms1 = m L2 / (L1 + L2) (3.1)

ms2 = m L1 / (L1 + L2) (3.2)

Equations of motion

m1 x 2 = Kw1 ( x 1 − x 2 ) − Kb1 ( x 2 − x 5 ) − c b1 ( x 2 − x 5
(3.3)
" ' '
m2 x 4 = Kw2 ( x 3 – x 4 ) − Kb2 ( x 4 – x 6 ) − c b1 ( x 4 – x 6 )
(3.4)
" ' '
ms1 x 5 = Kb1 ( x 2 − x 5 ) + c b1 ( x 2 − x 5 ) = F 1
(3.5)

where

x5 = xb + L 1 θ (3.7)

x6 = xb − L 1 θ (3.8)

The pitch angle, θ is obtained by the torque relation as

"
F1 L 1 – F2 L 2 = I b θ (3.9)

Pitch angle equation

Pitch angle can be obtained by substituting equations 3.5 and 3.6 in 3.9 and

"
then double integrating the acceleration θ . Thus

SVTH: Le Minh Thuan - 2052270

16
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

" ' '

θ = L1 / Ib [ Kb1 ( x2 − x5 ) + cb1 ( x2 − x5 ) ] –

' '
L2 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4 – x6 ) ] (3.10)

Equation for body displacement

"
The body displacement xb is obtained by as fallows; substituting θ from

equation 3.9 in equation 3.7 by differentiating twice the equation 3.7, we get

" "
x b = x 5 − L 1 / I b ( F1 L 1 – F2 L 2 ) (3.11)

Substituting F1, F2 from the equations 3.5, 3.6 in 3.11

" " ² ' '
xb = x5 − L1 / Ib [ Kb1 ( x2 − x5 ) + cb1 ( x2 − x5 ) ] +

' '
L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4 – x6 ) ] (3.12)

Solving 3.5 and 3.12, we get

" ' '

xb = Kb1/ ms1 ( x2 − x5 ) + cb1 / ms1 ( x2 − x5 ) –

² ' '
L1 / Ib [ Kb1 ( x2 − x5 ) + cb1 ( x2 − x5 ) ] +

' '
L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4 – x6 ) ] (3.13)

" ² ² ' '

xb = Kb1 [1/ ms1 − L1 / Ib] ( x2 − x5 ) + cb1 [1/ ms1 − L1 / Ib] ( x2 − x5 ) +

' '
L2 L1 / Ib [ Kb2 ( x4 – x6 ) + cb1 ( x4 – x6 ) ] (3.14)

" ² ' ’)
xb = [1/ ms1 − L1 / Ib] [ Kb1 (x2 − x5) + cb1 (x2 − x5 ] +

' ’)
L2 L1 / Ib [ Kb2 (x4 – x6) + cb1 (x4 – x6 ] (3.15)

Equation 3.15 can be used to find the body displacement of the vehicle.

SVTH: Le Minh Thuan - 2052270

17
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

2.2 Research situation of automobile road profiles analyse of automobile

fluctuation evaluating quota
Road surface profiles are often conducted experimentally combined with theoretical
processing. The authors have presented statistical characteristics of road surface profiles and
also provided solutions and formulas for calculating vehicle vibration analysis using
methods of determination and analysis for different types of roads.

When researching and solving vibration problems, one of the most important issues is to
solve the basic parameters of the geometric size of the pavement profile and consider it as a
surface profile. Sugar is absolutely hard. Road conditions in actual car use are very diverse.
Depending on the length of the bump or its height, different characteristic groups of road
surface profiles can be divided. It can be divided into three main groups:
- Group 1: Bumps of short length, impacting the wheels with impact (step shape, trapezoid,
triangle,...)
- Group 2: Bumps have a harmonic shape.
- Group 3: Continuously changing bumps with any shape (Randomly distributed bumps).

SVTH: Le Minh Thuan - 2052270

18
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

3 CHAPTER III: SIMULATION MATHEMATICAL

MODEL OF HALF CAR SUSPENSION SYSTEMS
UNDER ROAD CONDITIONS (MATHLAB)
3.1 Introduction
3.1.1 Test Data

For simulation purpose, the values of masses, damping coefficients and spring

constants of sprung and unsprung masses for both front and rear wheels are considered. It is

assumed that the tire act as a damper having only spring in action with no damper for

simplicity. Table 7.1 shows the assumed values for Front wheel suspensionsystem

Table 1 Test data for front wheel

ELEMENT SYMBOL VALUE UNITS

Sprung mass m 600 Kg

(half of vehicle mass)

Unsprung mass m1 40 Kg

Sprung mass damping cb1 980 Ns/m

coefficient

Spring rate Kb1 17000 N/m

Tire spring rate Kw1 170000 N/m

SVTH: Le Minh Thuan - 2052270

19
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Table 7.2 shows the test data for rear wheel and Other necessary data

used in the models are shown in table 7.3.

Table 2 Test data for Rear wheel

ELEMENT SYMBOL VALUE UNITS

sprung mass m 600

Kg (half of vehicle mass)

Unsprung mass m1 40 Kg

Sprung mass damping cb2 980 Ns/m

coefficient

Spring rate Kb2 17000 N/m

Tire spring rate Kw2 170000 N/m

SVTH: Le Minh Thuan - 2052270

20
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Table 3 Other data for simulation

ELEMENT SYMBOL VALUE UNITS

Equivalent Front wheel ms1 375

Kg Sprung mass

Equivalent Rear wheel ms2 225

Kg Sprung mass

Length of CG of vehicle L1 1.5

m from front wheel suspension

Length of CG of vehicle L2 2.5

m from front wheel suspension

Pitch inertia of vehicle Ib 2700 kgm²

Base Length of Vehicle L 4 m

3.2 Passive simulation model

In passive suspension system, there is no external force and the damping

coefficient is not variable. Energy is dissipated by means of damper and spring. All the

simulations were done using MATLAB/SIMULINK. Simulink model is a combination of

various simulink blocks, which are coneected by means of connectors (arrows) according to

the process (mathematical relations in the present case). Simulink models may also contain

subsystems, in which certain process can be represented within a single block. Figure 8.6

SVTH: Le Minh Thuan - 2052270

21
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

shows the simulink model of passive suspension system with road input as sub system. Use

of subsystems in a model reduces the space occupied by the model and consequently

increases readability.

Hình 10 Passive simulink blocks

The above simulink model consists of two subsystem which describes the

road profile ( figure 8.7)for both front and rear wheels.

SVTH: Le Minh Thuan - 2052270

22
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Hình 11 Road profile simulink model

This road profile model consists of else action subsystem the representation

of which is shown in the figure 8.8.

Hình 12 Else action port

3.3 Passive simulations

The Passive simulated values for sinusoidal input are given in the tables 9.1

and 9.2 with necessary diagrams.

SVTH: Le Minh Thuan - 2052270

23
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Hình 13 passive/body displacement

Hình 14 Passive/Front sprung mass displacement

Hình 15 Passive/ front sprung mass velocity

SVTH: Le Minh Thuan - 2052270

24
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Hình 16 Passive/ front sprung mass acceleration

Hình 17 Passive/ Front suspension travel

Hình 18 Front suspension velocity

SVTH: Le Minh Thuan - 2052270

25
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Hình 19 Passive/Rear sprung mass displacement

Hình 20 Passive/Rear sprung mass velocity

Hình 21 Passive/ Rear sprung mass acceleration

SVTH: Le Minh Thuan - 2052270

26
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Hình 22 Passive/ Rear suspension travel

Hình 23 Passive/ Rear suspension velocity

Table 4 Passive simulation values for front wheel

ELEMENT MAX

Suspensi
Body displacement (m) 0.048 on travel
(m)

0.0846
Sprung mass displacement (m) 0.0698

Sprung mass velocity (m/s) 0.4697

Sprung mass acceleration (m/s²) 7.108

SVTH: Le Minh Thuan - 2052270

27
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

MIN
-0.356

-0.0282
-6.721

-0.041
-0.075

Table 5 Passive simulation values for Rear wheel

ELEMENT MAX MIN

Sprung mass displacement (m) 0.0886 -0.0432

SVTH: Le Minh Thuan - 2052270

28
SPECILIZED PROJECT GVHD: Assoc.Prof Le Thanh Long

Sprung mass velocity (m/s) 0.6672 -0.5338

Sprung mass acceleration (m/s²) 11.25 -12.55

Suspension travel (m) 0.07925 -0.0931

SVTH: Le Minh Thuan - 2052270

29
 3.3.1 Comparison of passive with common semiactive results
As can be seen from the table 9.1, the body diaplacement of the vehicle
is 0.048, which is large and uncomfortable for good ride. Thus we use semi active
suspension with lozic controller to reduce the sprung mass displacment.
We know apply logic rules as given in section.The inputs are sprung
mass velocity and relative velocity, while the output is damping coefficient (variable).
The results are discussed in the form of plots and tables.

Hình 24 comprison/Front sprung mass displacement

Hình 25 comprison/Rear sprung mass displacement

SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

comp rison /Fron t sp ru n g mass velocity

Hình 26 comprison/Front sprung mass velocity

Hình 27 comprison/Rear sprung mass velocity

Hình 28 comprison/Front sprung mass acceleration

SVTH: Le Minh Thuan - 2052270

31
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Hình 29 Comparison/ Front suspension travel

Hình 30 Comparison/ Rear suspension travel

Hình 31 Comparison/ Front suspension velocity

SVTH: Le Minh Thuan - 2052270

32
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Hình 32 Comparison/ Rear suspension velocity

SVTH: Le Minh Thuan - 2052270

33
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Table 6 Comparison of passive and semiactive results

SVTH: Le Minh Thuan - 2052270

34
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

3.3.2 Step comparison results

Now, let us see the results of comparison between passive and semiactive
suspension systems using step input. The results are shown just in the form of figures.

Hình 33 Step/body displacement

SVTH: Le Minh Thuan - 2052270

35
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Hình 34 Step/Front sprung mass displacement

Hình 35 Step/Rear sprung mass displacement

SVTH: Le Minh Thuan - 2052270

36
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Hình 36 Step/Front sprung mass velocity

Hình 37 Step/Rear sprung mass velocity

Hình 38 Step/Front sprung mass acceleration

SVTH: Le Minh Thuan - 2052270

37
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Hình 39 Step/Rear sprung mass acceleration

Hình 40 Step/ Front suspension travel

Hình 41 Step/ Rear suspension travel

SVTH: Le Minh Thuan - 2052270

38
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

Hình 42 Step/ Front suspension velocity

Hình 43 Step/ Rear suspension velocity

SVTH: Le Minh Thuan - 2052270

39
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

4 CHAPTER IV: DYNAMIC SIMULATION OF

MODELS UNDER ROAD CONDITIONS
(RECURDYN)

5 CHAPTER V: CONCLUSION AND FUTURE WORK

5.1 Conclusion on skills and experiences learned through this thesis
5.1.1 Convert an automobile part/system in reality to physical model, mathematical
model
5.1.2 Simulate mathematical models to analyse ride comfort quality under different
road conditions, vehicle parts’ characteristics (pressure, volume, velocity, mass)
and compare between semi-active & active model
The common semi-active with necessary rules performed well, in terms of
body displacement, velocity and accelration, thus improving ride comfort. The vehicle
body displacement reduced to 58.97%.
The proposed system of half car logic controlled semi active system helped
to maintain almost same suspension travel (5.89% reduction for front and 13.167 for rear
wheel) as that of passive system. Therefore the system is an advantage to a greater extent.
5.2 Conclusion on future work direction
From the skills and knowledges learned from this thesis, I will be able to conduct a
future thesis on optimizing the control method for a reasonable, effective semi-active
uspension system that can be used for motorcycle in Viet Nam and other
developing/under- developed countries.

SVTH: Le Minh Thuan - 2052270

40
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

6 CHAPTER VI: REFERENCES

1. Nguyễn Hữu Cẩn, Thiết kế và tính toán ô tô máy kéo, Nhà xuất bản Khoa
học và kỹ thuật, Hà nội.
2. Nguyễn Hữu Cẩn, Dư Quốc Thịnh, Phạm Minh Thái, Nguyễn Văn Tài, Lê
Thị Vàng (2003), Lý thuyết ô tô máy kéo, NXB Khoa học kỹ thuật, Hà nội.
3. Nguyễn Hữu Cẩn, Phạm Hữu Nam (2004), Thí nghiệm ô tô, Nhà xuất bản
Khoa học kỹ thuật Hà nội.
4. Đặng Việt Hà (2010), Nghiên cứu ảnh hưởng của một số thông số đến độ
êm dịu chuyển động của ô tô khách đóng mới tại Việt nam, Luận án Tiến sĩ kỹ thuật,
Đại học Giao thông vận tải Hà nội.
5. Nguyễn Hoàng Hải, Nguyễn Việt Anh (2005), Lập trình Matlab và ứng
dụng, Nhà xuất bản Khoa học Kỹ thuật Hà Nội.
6. Alessandro Giua, Carla Seatzu, Giampaolo Usai “A mixed
suspension system for a Half-car vehicle model”.
7. Lưu Văn Tuấn, Dư Quốc Thịnh, Đoàn Xuân Hải, Nghiên cứu độ êm dịu
của xe ca do Việt nam đóng, Đề tài T.16/90 Đại học bách khoa Hà nội.
8. Hoàng Quốc Việt (2013), Nghiên cứu động lực học kéo của ô tô FOTON
1.25 tấn khi chở gỗ trên đường lâm nghiệp, Luận văn Thạc sỹ, Đại học Lâm nghiệp
Việt nam.
9. Maria PERNEVAN, Mircea BĂRGLĂZAN, “Simple Action
Shock Absorber Model”, Scientific Bulletin of the Politehnica
University of Timisoara, Transactions on Mechanics Special issue, The
6th InternationalConference on Hydraulic Machinery and
Hydrodynamics Timisoara, Romania, October 21 - 22, 2004.

14.

SVTH: Le Minh Thuan - 2052270

41
SPECILIZED PROJECT GVHD: PGS.TS. Le Thanh Long

SVTH: Le Minh Thuan - 2052270

42