PROPOSAL TUGAS AKHIR

PRA ELEMENTARY STUDY RIDE SEMAR-T MODEL

by:
IPNU CANDRA
I0408039

MECHANICAL ENGINEERING DEPARTEMENT

FACULTY OF ENGINEERING
SEBELAS MARET UNIVERSITY
SURAKARTA
2012

A.

TITLE : Pra Elementary Study Ride Semar-T Model.

B.

BACKGROUND
The ride and handling characteristics of an automobile is center on the
characteristics of the tires. Tires are the vehicle's reaction point with the
roadway. Tire manages the input of forces and disturbances from the road, and
the final link in the driver's chain of output commands. Tire characteristics are
therefore a key factor in the effect the road has on the vehicle, and in the
effectiveness of the output forces that control vehicle stability ang cornering
characteristics. The tire's basic characteristics are managed by the system of
springs, dampers, and linkages that control the way in which tires move and
react to disturbances and control inputs
wheels provide for a variety of simultaneous needs. The bounce and
steering movements provide steering input for directional control, conpensate
for body roll to improve cornering ability, and move vertically in response to
roadway irregularities in order to smooth out the ride and maintain adhesion.
Wheels are connected to the sprung mass throught linkages and are therefore
affected by the rolling and pitching movements that occur about the
suspensions system's reaction enter. The mechanical requirements for
directional contrl, cornering forces, and ride comfort are continuously
changing according to roadway and driving conditions. The suspensions and
steering linkages are designed to allow the wheels to move as needed to meet
the dynamic requirements of various combinations of events. However, the
designer is normally constrained by mehanichal conflics between structural
members, the engine and drive train, and other components that also must fit
into the vehicle. Consequently, errors in geometry are common, and the actual
suspension system often falls short of the ideal in a variety of ways.
Road condition can show real performance of vehicle ride just like ride
over bump. The center of gravity height, relative to the track, determines load
transfer, also called weight transfer, from side to side and causes body lean.
Centrifugal force acts at the center of gravity to lean the car toward the outside
of the curve, increasing downward force on the outside tires. The center of

gravity height, relative to the wheelbase, determines load transfer between

front and rear. The car's momentum acts at is center of gravity to twist the car
forward or backward, respectively during braking and acceleration. Since it is
only downward force that changes and not the location of the center of gravity,
the effect on over/under steer is opposite to that of an actual change in the
center of gravity. When a car is braking, the downroad load on the front tires
increases and that on the rear decreases, with corresponding change in their
ability to take sideways load, causing oversteer.
The quality referred to as ride comfort is affected by a variety of factors,
including high frequency vibrations, body booming, body roll and pitch, as
well as the vertical spring action normaly associated with a smooth ride. If the
vehicle is noisy, if t rolls excesively in turns, or lurches and pitchs during
accelerations and braking, or if the body produces a booming resonance,
occupants will experience uncomfortable ride.
The ride quality normally associated with the vehicle's response to bumps
is a factor of the relatively low frequency bounce and rebound movements of
the suspension system. Following a bump, the un-damped suspension of a
vehicle will experience a series of ascillations that will cycle accoeding to the
natural frequency of the system.
According to newton's first law, a moving body will continue moving a
straight line until it is acted upon by a disturbing force. Newton's second law
refers to the balance that exists between the disturbing force and the reaction
of the moving body. In the case of the automobile, whether the distrubinhg
force in the form of a wind-gust, an incline in the roadway, or the cornering
forces produced by tires, the force causing the turn and the force resisting the
turn will always be in balance.
Vehicle handling characteristics have to do with the way in which the
vehicle's inertial forces and the cornering forces of the tires act against each
other. The magnitude and vector of the inertial forces are establihed by the
vehicle's weight and balance. In a turn, angular acceleration results in a force
that is centered at the vehicle center of gravity and acts in a direction away

from the turn center. The ability to overcome these forces and produce a
controlled, stable turn depends upon the combined characteristics of the
suspension and tires. The job of the suspension system is to support, turn, tilt
and otherwise manage the tires and their relationship to the vehicle and the
ground in a way that will maximize their capabilities.
C.

PROBLEM DESCRIPTON
When any wheel lose contact with the road there is a change in handling,
so the suspension should keep all four wheels on the road in spite of hard
cornering, swerving and bumps in the road. It is very important for handling,
as well as other reason, not to turn out of suspension travel and bottom or
drop.
It is usually most desirable to have the car adjusted for neutral steer, so
that it responds predictably to a turn of the steering wheel and the rear wheels
have the same slip angle as the front wheels. However this may not be
achievable for all loading, road and weather conditions, speed ranges, or while
turning under acceleration or braking. ideally, a car should carry passangers
and baggage near its center of grafity and have similiar tire loading, camber
angle and roll stiffness in front and back to minimize the variation in handling
characteristics. a driver can learn to deal with oversteer or understeer, but not
if it varies greatly.
The most important common handling failure is:
1. Understeer is the front wheels tend to crawl slightly or even slip and
drift towards the outside of the turn. The driver can compensate by
turning a little more tightly, but road-holding is reduced, the car's
behavior is less predictable and the tires are liable to wear more
quickly.
2. Oversteer is the rear wheels tend to crawl or slip towards the outside of
the turn more than the front. The driver must correct by steering away
from the corner, otherwise the car isliable to spin, if pushed to its limit.

Oversteer is sometimes useful, to assist in steering, especially if it

occurs only when the driver chooses it by applying power.
3. Bump steer is the result of the kinematics motion of the suspension
rising or falling, causing tow-in or toe-out at the loaded wheel,
ultimately affecting the yaw angle of the car. this will always happen
under some conditions but depends on suspension, sreering linkage,
unsprung weight, angular inertia, differential type, fame rigidity, tires
and tire pressure. Bump steer is commonly seen sa the results of
undulations in the road but it also plays an important role in vehicle
behavior after steering input. As the vehicle rolls into a turn, the outer
suspension compresses. if this compression cause's toe-in at the front
wheels, the car will steer more. conversely if toe-out is the result, then
the car will steer less. It is the opposite at the rear. In extreme cases,
bump steer may require a steering correction by the driver. If
suspension travel is exhausted the whel either bottoms or loses contact
with the road. As with hard turning on flat roads, it is better if the
wheel picks up by the spring reaching its neutral shape, rather than by
suddenly contacting a limiting structure of the suspension.
4. Body roll is the car leans towards the outside of the curve. This
interferes with the driver's control, because he must wait for the car to
finish learning before he can fully judge the effect of his steering
change. it also adds to the delay before the car moves in the desired
direction.
D.

SCOPE OF PROJECT
The scopes of this project are:
1. Create full vehicle model by using MATLAB-Simulink.
2. Get a suitable parameter for the vehicle model.
3. Verification model via ADAMS software.

E.

RESEARCH OBJECTIVES
The objectives of the research are:

1. To study effect of steering, throttle (disturbance) and road profile on

vehicle ride performance.
2. To find suitable parameter of the vehicle to achieve ride performance.
F.

BENEFITS OF RESEARCH
The results obtained are expected to provide the following benefits:
1. Determine the effect of the road profile to the ride performance.
2. Determine the effect of the strength of springs and dampers to the ride
performance.

G.

WRITING SYSTEMATICS
The systematics of writing this final project are:
Chapter I:

Introduction, describes the background of the problem,

formulation of the problem, limit the problem, objectives and
benefits of research and writing systematic.

Chapter II:

Basic theory, contains a review of the literature relating to the

modeling and simulation of vehicle ride and handling
performance, the basic theory of the vehicle model, road
profiles, ride performance, and handling performance.

Chapter III:

Research methodology, describes the tools and materials

research, research steps, and the flow chart of the research.

Chapter IV:

Data and analysis, explaining the research data and analysis

results of the calculations.

Chapter V:
H.

Closing, contains the conclusions and suggestions.

PREVIOUS RESEARCH
Oliever Durieux (2009) conducted a study on semi-active suspension
system simulation using simulink. Results from studies using the MatlabSimulink showed that the quality referred to as ride comfort is affected by a
variety of factors, including high frequency vibrations, body booming, body
roll and pitch, as well as the vertical spring action normally associated with a
smooth ride. if the vehicle is noisy, if it rolls excessively in turns, or pitches

during acceleration and braking, or if the body produces a booming resonance,

passangers will experience an uncomfortable ride.
The ride quality, normally associated with the vehicle's response to bumps,
is a factor of therelatively low frequency bounce and rebound movements of
the suspension systems. following a bump, the undamped suspension (without
shocks) of a vehicle will experience a series of oscillations that will cycle
according to the natural frequency of the system. ride is perceived most
comfortable when the natural frequency is inthe range of 60 to 90 cycles per
minute (CPM), or about 1 Hz to 1,5 Hz. when the frequency approaches 120
CPM (2 Hz), passangers perceive the ride as harsh.
Ride comfort deteriorates when the road roughness coefficient it increased
(ISO classification of road roughness). the reason for this is the rolling
resistance coefficient, which is not a constant but varies with the road
roughness coefficients and the vehicle speed. hence, when the road roughness
coefficient is increased, the rolling resistance force induced by road roughness
increases too.
Measuring and quantifying ride comfort can help development teams in
meeting the necessary standards and regulations, but moreover gives the
required insight to troubleshoot, understand and improve the noise and
vibration comfort of the vehicle.
In order to give a quantitative evaluation of the ride comfort performances
achieved by the considered control strategy, the RMS value of the sprung mass
acceleration ( z ), normalized with respect to the gravity acceleration (g) can
be considered:

z s , RMS

zs t
1

dt

t 0 g

Neda Nickmehr (2011) conducted a study on ride quality and drivability of

a typical passenger car subject to engine/driveline and road non-uniformities
excitations. Results from this studies showed that approprite figures in order to

evaluate ride comfort of a typical passenger car at a certain frequency interval

by using the sprung mass responses and the ISO criteria which are shown in
the previous section.
Measured vertical RMS acceleration of the vehicle body, with 80 km/h
traveling speed on the average road roughness, is shown again in figure 1 but
together with ISO fatigue-decreased boundaries to investigate the level of
comfort for this specific passenger car.

Figure 1. Vehicle body vertical acceleration due to road excitation in

comparison with ISO ride comfort boundaries.
Regarding Figure 1, it can be concluded that for this type of passenger car
and passive suspension system properties, in the situation of average road
roughness, it is desired to have exposure time less than 2.5 hours, however in
the vibration duration is more than 2.5 hours, the vertical RMS acceleration is
beyond the limitations, specifically around the modal frequencies or in the
other words low frequency region, consequently the ride quality level is low.
One good suggestion is moving th second modal frequency to the outside of
the critical region for human sensitivity (4-8 Hz), thus it will exist wider band
to the allowed boundaries.
Now, the longitudinal RMS acceleration of the vehicle body due to engine
excitations is compared to ISO proposed boundaries to evaluate the ride

comfort in lateral direction. To achieve this goal first, it is necessary to

differentiate the velocity data and obtain time history for longitudinal
acceleration using MATLAB command gradient, secondly, we have to
determine acceleration power spectral density in order to calcuate RMS value,
one-third octave band rule is again utulized for each frequency in the interval
of 1-80 Hz, Figure 2 illustrates the corresponding longitudinal RMS
acceleration of the vehicle body.

Figure 2. Measured longitudinal acceleration of a passenger car body due to

engine excitation torques.
As it was already explained, for high frequency force input, suspension
system has good vibration isolation, and since the engine excitation
frequencies are high in comparison with natural frequency of the sprung mass
(in longitudinal direction), the acceleration amplitude is too low in Figure 2.
I.

BASIC OF THEORY
1. Vehicle Models
There exist many possibilities arraying for decribing the car
suspension behaviour (quarter-car model, half-car model and full-car
model). There is an extensive amount of literature relating to these model
(Coizet and Gatignol, 2002). The full-car model is presented in the
following section.

The full-vehicle suspension system is represented as a linear seven

degree of freedom (DOF) system. It consist of a single sprung mass (car
body) connected tofour unsprung masses (front-left, front-right, rear-left,
rear-right wheels) at each corner. The sprung mass is free to bounce, pitch
and oll while the unsprung masses are free only to bounce vertically with
respect to the sprung mass. All other motions are neglected for this model.
Hence this system has seven degrees of freedom and allows simulation of
tyre load forces in all four tyres, body acceleration and vertical body
displacement as well as roll and pitch motion of the car body. The
suspensions between the sprung mass and unsprung masses are modeled as
linear viscous dampers and linear spring elements, while the tyres are
modelled as simple linear springs without damping. For simplicity, all
pitch and roll angles are assumed to be small.
The model of a full-car suspension system is shown in Figure 3.
The full vehicle suspension model is represented as a linear seven degree
of fredom system. The lateral dynamics of the vehice are ignored. It

ms
consist of a single sprung mass

(car body) connected to four unsprung

m u1 m u 2 m u 3
mu 4
masses
,
,
, and
(front-left, front-right, rear-left, and rearright wheels) at each corner. The suspensions between the sprung mass
and unsprung masses are modelled as linear viscous dampers and spring
elements, while the tyres are modelled as simple linear springs without
damping components (exactly in a same way as with quarter-car and halfcar models). The actuator system between the sprung body and the wheels
provide forces determined by the displacement of the actuators. The
damper between the body and the wheels represent sources of
conventional damping such as friction between the mechanical elements.
For the vehicle modelling full-car will be used as a good approximation of
the entire car. The equations of motion for this system are:

ms x1 + ks1 Z 1 +ks 2 Z 2+ ks3 Z 3 + ks4 Z 4 +cs 1 Z 1+ cs2 Z 2 +cs 3 Z 3 +cs 4 Z 4 =0

(2)
I yy x 2 +ks 1 Z 1 l f ks 2 Z 2 l r ks 3 Z 3 l r + ks 4 Z 4 l f +cs 1 Z 1 l f cs2 Z 2 l r cs 3 Z 3 l r + cs 4 Z 4 l f =0

(3)
I xx x 3 +ks 1 Z 1 afl +ks 2 Z 2 a rl ks 3 Z 3 a rrks 4 Z 4 afr +cs 1 Z 1 afl + cs 2 Z 2 arl cs3 Z 3 arr + cs 4 Z 4 a fr =0
(4)
mu 1 x 4 ks 1 Z1 cs 1 Z 1 + kt 1 ( x 4x 1 ) =0

(5)

mu 2 x 5ks2 Z 2cs2 Z 2 +kt 2 ( x 5 x 2 )=0

(6)

mu 3 x 6ks3 Z3 cs 3 Z 3 + kt 3 ( x 6x 3 ) =0

(7)

mu 4 x7 ks 4 Z 4cs 4 Z 4 +kt 1 ( x 7x 4 ) =0

(8)

Where,
Z 1=x 1 + x 2 l f + x3 a fl x 4
Z 2=x 1x 2 l r + x 3 a rl x5
Z 3=x 1x 2 l rx 3 arr x 6
Z 4 =x 1+ x2 l f x3 a fr x 7

Figure 3. Full-car model

2. Ride model
Ride model is used to study behavior of body movement, roll and
pitch of the vehicle. The output the model is body displacement, body
velocity, body acceleration, roll angle, roll velocity, pitch angle, pitch
velocity, and pitch acceleration. The second law of Newton state that force
is created when the body is moving. The equation of this second law is:

F m.a
Where,

F
m
a

= force created
= body mass

Kg

= body acceleration (m/s2)

From equation above, it can be stated that and every moving body
will have displacement, velocity and acceleration.

Figure 41. Vehicle model

Figure 5 show the full car model that consist 7 degree of freedom
(DOF). It consist body acceleration, pitch acceleration. The factor affects

Fd Fs
Ft
the body, pitch, and roll acceleration is
,
and . this factor can be
Fs
described in figure 6 . the forces acting at suspension system is

Fd
and

Ft
.

is force at tire and acting as spring. These forces are worked to

minimize unwanted movement of body, roll and pitch that created by road
prfile. The four remaining degree of freedom is at all the tire. The equation
of motion for body motion is:

10

mb .a mb .Z b

Where,

Fb
= force acting at vehicle body

mb
= vehicle mass

Kg

Zb

= body accleration of the vehicle (m/s2)

Hence, the sum of force acting at vehicle body is derived. The
force acting at the vehicle body is:

Fsfl Fdfl Fsfr Fdfr Fsrl Fdrl Fsrr Fdrr mb .Z b

Where,
Fsfl

= front left spring force

N
N

Fdfl

= front left damper force

Fsfr

= front right spring force

Fdfr

= front right damper force

Fsrl
= rear left spring force

Fdrl
= rear left damper force

Fsrr
= rear right spring force

N
N

Fdrr
= rear right damper force

mb
= vehicle body mass

Kg

11

Zb

= body accleration of the vehicle (m/s2)

Figure 5. Vehicle free body diagram

When vehicle is moving, there will be have a pitch motion on the
vehicle. It can be simply describe when driver give a brake input, the
vehicle is tend to pitch. The sum of pitch moment acting at center of
gravity of vehicle is,

I P .

Where,

M
IP.

= sum of pitch moment

= pitch inertia
= pitch angular acceleration

12

 Fsrl Fdrl Fsrr Fdrr W

From equation

13
2 Fsfl Fdfl Fsfr Fdfr W 2 I P .

is the distance between center of front to the

center of rear tire or it also called as wheelbase. When a driver give

steering input, it can simply describe that the vehicle has a tendency to
roll.

Figure 6. Free body diagram of roll motion

3. Road
3.1 Modeling aspects
Sophisticated road models provide the roa height

friction coefficient

x y
at each point , . (Figure 7).

ZR

and the local

Figure 7. Sophisticated road model

The tire model is than responsible to calculate the local road
inclination. By separating the horizontal course decription from
thevertical layout and the surface properties of the roadway almost
arbitary road layouts are possible.
Besides single obstacles or track grooves the irregularities of a road
are of stochastic nature. A vehicle driving over a random road profile
mainly performs hub, pitch and roll motions. The local inclination of
the road profile also induces longitudinal and lateral motions as well as
yaw motions. On normal roads the latter motions have less influence
on ride comfort and ride safety. To limit the effort of the stochastic
description usually simpler road models are used.
If the vehicle drives along a given path its momentary position can

be described by the path variable

s s t

. Hence, a fully two-

dimensional road model canbe reduced to a parallel track model

(Figure 8).

Figure 8. Parallel track road model

Now, the road heights on the left and right track are provided by

two one-dimensional functions

z1 z1 s

and

z 2 z 2 s

. Within the

parallel track model no information about the local lateral road

inclination is available. If this information is not provided by
additional functions the impact a local lateral road inclination to
vehicle motions is not taken into account.
For basic studies the irregularities at the left and the right track can

considered to be approximately the same,

track road model with

z1 s z 2 s

z R s z1 x z 2 x

. Then, a single

can be used. Now, the roll

excitation of the vehicle is neglected too.

3.2 Deterministic profiles
3.2.1 Bumps and potholes
Bumps and potholes on the road are single obstacles of
nearly arbitary shpe. Already with simple rectangular cleats the
dynamic reaction of a vehicle or a single tire to a sudden
impact can be investigated if the shape of the obstacle is
approximated by a smooth function, like a cosine wave, then,

discontinuities will be avoided. Usually the obstacles are

described in local reference frames (Figure 9).
Then, the rectangular cleat is simply defined by,

H if 0< x <

L1
1
B< y < B
2
2
0 else

Figure 9. Rectangular cleat and cosine-shaped bump

and the cosine-shaped bump is given by,

( ))

1
x
L1
1
2 H 1cos 2 L if 0< x < 2 B< y< 2 B
0 else

where

and

denote height, widht and lngth of the

obstacle. Potholes are obtained if negative values for the height

( H <0 ) are used.

In a similar way track grooves can be modeled too. By
appropriate coordinate tranformations the obstacles can the be
integrated into the global road description.
3.2.2

Sine waves
Using the parallel track road model, a periodic excitation
can be realized by,

z1 s A sin s

16

z 2 s A sin s

17

Where,
s
= path variable
A
= amplitude

= wave number

= phase lag between the left and the right track
0

The special cases
and
represent the in-phase

excitation with

z1 z 2

z1 z 2

and the out of phase excitation with

ds / dt v 0

If the vehicle runs with constant velocity

, the

s v0 t
mmentary position of the vehicle is given by

, where the

s0 t 0
initial position
at
was assumed.
By introducing the wavelength,
2
L

18

s
The term
can be written as,
v
2
2
s
s
v 0 t 2 0 t t
L
L
L

19

Hence, in the time domain the excitation frequency is given by

f 2 v 0 L
.

For most of the vehicles the rigid body vibrations are in

between 0.5

Hz

to 15

Hz

. This range is covered by waves

v 0 L 0.5Hz
which satisfy the conditions
For a given wave length, letss say

and
L 4m

v 0 L 15Hz
.
, the rigid body

vibration of a vehicle are excited if the velocity of the vehicle

v0

min

0.5 Hz 4m 2 m s 7.2 km h

will be varied from

v0

max

to

15 Hz 4m 60 m s 216 km h
. Hence, to achieve an

excitation in the whole frequency range with moderate vehicle

velocities profiles with different varying wavelengths are
needed.
J.

RESEARCH METHODOLOGY
1. Equipments and materials research
The equipments and materials used in this study are as follows:
a. Computer

Figure 10. Computer

b. MATLAB-Simulink software

Figure 11. MATLAB-Simulink software

c. Semar-T electric car

Figure 12. Semar-T electric car

d. Mistar

Figure 13. Mistar

2. Implementation of research
2.1.
Dimensional measurements of Semar-T electric cars.
The results of the measurements are shown as follows:
Table 1. Semar-T parameters.
Symbol
ms

Description
Sprung mass

Units
kg

I yy

Pitch moment of inertia

kgm2

I xx

Roll moment of inertia

kgm2

mu1

Front-left unsprung mass

kg

mu 2

Rear-left unsprung mass

kg

mu 3

Rear-right unsprung mass

kg

mu 4

Front-right unsprung mass

kg

ks 1

Front-left suspension stiffness

coefficient
Rear-left suspension stiffness
coefficient
Rear-right suspension stiffness
coefficient
Front-right suspension stiffness
coefficient
Front-left suspension damping
coefficient
Rear-left suspension damping
coefficient

ks 2
ks 3
ks 4
cs 1
cs 2

N/m
N/m
N/m
N/m
N s/m
N s/m

cs 3

N s/m

kt 1

Rear-right suspension damping

coefficient
Front-right suspension damping
coefficient
Front-left tyre stiffness coefficient

kt 2

Rear-left tyre stiffness coefficient

N/m

kt 3

Rear-right tyre stiffness coefficient

N/m

kt 4

Front-right tyre stiffness coefficient

N/m

lf

Side distance from ms CG to the

cs 4

N s/m
N/m

front axle
lr

Side distance from ms CG to the

rear axle
a fl

Frontal distance from ms CG to

the frontal-left axle

arl

Frontal distance from ms CG to

the rear-left axle

arr

Frontal distance from ms CG to

the rear-right axle

a fr

Frontal distance from ms CG to

the frontal-right axle

2.2.

Create free body diagram of Semar-T.

Free-body diagrams are diagrams used to show the relative
magnitude and direction of all forces acting upon an object in a given
situation.

Figure 14. Free body diagram of Semar-T.

Figure descriptions are as follows:
Table 2. States and input description.
Symbol
x1
x2

Description
Sprung mass heavy displacement

Units
m
rad

x3

Sprung mass pitch angular

displacement
Sprung mass roll angular displacement

x4

Front-left unsprung mass displacement

x5

Rear-left unsprung mass displacement

x6

x 1

Rear-right unsprung mass

displacement
Front-right unsprung mass
displacement
Front-left displacement input

x 2

Rear-left displacement input

x 3

Rear-right displacement input

x 4

Front-right displacement input

x7

rad

m
m

2.3.

Create full Semar-T model by using MATLAB-Simulink.

Figure 15. Full Semar-T model

2.4.

Enter Semar-T parameters in to model simulation.

Figure 16. Full Semar-T block diagram

2.5.

Discussion.
a. Analyzing the effect of steering, throttle (disturbance) and road
profile on vehicle ride performance.
b. Summing up the results of data analysis.

3. Validation
Validation model via ADAMS software.
K.

FLOW CHART OF THE RESEARCH

START
GET A SUITABLE
PARAMETER

CREATE FREE BODY

DIAGRAM

CREATE FULL VEHICLE

MODEL BY USING
MATLAB-SIMULINK

ENTER SEMAR-T
PARAMETERS IN TO
MODEL SIMULATION
DISDUSSION

CONCLUSION

FINISH
Figure 17. Flow chart of the research
L.

SCHEDULE OF THE RESEARCH

Table 3. Schedule of the research

TYPE OF WORKS
Study literature
Make a proposal
research and tool
prepared
Researching

MONTH
I
II
III
IV
V
VI
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

Data research
analysis
Result and
conclusion of
research
Report

REFERENCES
[1]

Nickmehr N. 2011. Ride Quality and Drivability of a Typical Passenger

Car Subject to Engine/Driveline and Road Non-uniformities Excitations.
Linkoping: Linkoping University.

[2]

Prof. Rill G. 2009. Vehicle Dynamics. Regensbury: Regensburg University

of Applied Sciences (RUAS).

[3]

Durieux. O. 2009. Semi-Active Suspension System Simulation Using

SIMULINK. Wrexham: Glyndwr University.

[4]

Fazree M.A. 2007. Modeling Simulation of Vehicle Ride and Handling

Performance. Melaka: Technical Malaysia Melaka University.

[5]

Ihsan S.I. 2007. Dynamics and Control Policies Analysis of Semi-Active

Suspension System Using A Full-Car Model. Kuala Lumpur: International
Islamic University Malaysia (IIUM).