IJREI - Vibration Analysis and Response Characteristics of A Half Car Model Subjected To Different Sinusoidal Road Excitation
IJREI - Vibration Analysis and Response Characteristics of A Half Car Model Subjected To Different Sinusoidal Road Excitation
IJREI - Vibration Analysis and Response Characteristics of A Half Car Model Subjected To Different Sinusoidal Road Excitation
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Abstract
The displacement response of different masses of half car model. The analysis has been done for different car models also to
see the dynamic response of the driver body coupled with the seat of a vehicle. It has been assumed the driver body is rigidly
coupled with seat of the vehicle. The vehicle has been modeled for two D.O.F, in two D.O.F Half car model two motion
(Pitch and Bounce) have been considered. The response of the vehicle has been obtained for different velocities and different
amplitudes sinusoidal bump excitation. 2016 ijrei.com. All rights reserved
Key words: Half car Model, Degree of Freedom, Model development, Lagrange equation
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1. Introduction
parameters [3]. The biodynamic response characteristics of
This paper deals with the dynamic characterization of an seated occupants influenced by several factors, among
automotive shock absorber, a continuation of an earlier work which body posture, body weight and vibration excitation
Vibration is undesirable, not only because of the unpleasant type and amplitude probably represent the most influential
motion, the noise and the dynamic stresses, which may lead parameters [4]. Half car has been modelled as two DOF
to fatigue and failure of the structure, but also because of the systems, in which bounce and pitch motion has been
energy losses and the reduction in performance which considered, the driver body and vehicle body has considered
accompany the vibrations [1-2]. Vibration analysis should as one mass. The mathematical analysis of the suspension
be carried out as an inherent part of the design because of system has been performed to develop the model. Dynamic
the devastating effects, which unwanted vibrations could analysis has been performed, for solving the half car model.
have on machines and structures. The shock absorber is one The goal of this study was to determine if the current
of the most important elements in a vehicle suspension excitation technique holds true when more than one
system. It is also one the most non-linear and complex frequency is present. In recent years, commercial demand
elements to model. The current method of characterizing the for comfortable and quiet vehicles has encouraged the
dynamic properties of shock absorbers for CAE models industrial development of methods to accommodate a
involves testing at discrete frequencies, displacements, and balance of performance, efficiency, and comfort levels in
preloads using an MTS test machine. The dynamic stiffness new automobiles. Particularly, the noise, vibration, and
(K) and damping (C) are extracted by fitting a linear model harshness (NVH) characteristics of cars and trucks are
of the form F(w)=K*x(w)+C*v(w) to the measured input becoming increasingly important [5].
displacement (x), velocity (v), and output force (F). The
excitation technique is a pure sine excitation at the desired 2. Mathematical Modeling
frequency and amplitude. These harmonic excitations are
2.1 Half Car Model: Two Degree of Freedom
then swept through all desired frequency and amplitudes.
First, it is commonly understood and accepted that human The vehicle mass is set at 750kg, and the mass of human
response to dynamic excitation depends on many body is assumed to be 55.2kg coupled with the vehicle body.
mechanical, physical, physiological and psychological It has a moment of inertia about the center of mass of
Radius of gyration 1m
3. Governing Equations
To determine the equations of motion, Lagrange's equations,
also known as the energy method, has utilized. Equation (1)
shows the general form of Lagrange's equations
( ) = , i = 1,2 (1)
Where is the non conservative generalized force
corresponding to the ith generalized coordinate .Where L is
related to kinetic and potential energies as follows in
equation (2)
= (2)
Figure 1: Two-degree-of-freedom half car mode
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Arshad Mehmood / International journal of research in engineering and innovation (IJREI), vol 1, issue 1, (May-2017), 6-11
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Arshad Mehmood / International journal of research in engineering and innovation (IJREI), vol 1, issue 1, (May-2017), 6-11
+ 8.07 + 101 + 1.24 + 15.5 magnifies than the input sinusoidal excitation from road to
= 2.481 311 + 3.732 the wheel. On increasing the velocity of the vehicle the
+ 46.572 (12) amplitudes of vibration are increased up to the certain
The car is assumed to be travel over road at different speeds, velocity and for a particular velocity of the vehicle the
the road is assumed to be sinusoidal in nature with amplitude amplitudes of vibration reaches to a maximum value. If the
of X (in meters) and having a wavelength (d) of 5meters. velocity of the vehicle is further increased then the vibration
With this information, the input functions y1and y2 are amplitudes are continuously decreased.
defined in Equation. (13) & (14)
1 = () (13) Bounce motion Y = 0.01Sin(wt)
0.02 Y = 0.03Sin(wt)
Y = 0.05Sin(wt)
1 = ( + ) (14) 0.015
Where, is the phase difference between front and rear
wheel. 0.01
0.005
= 2 (1 + 2 )/
Response-(m)
0
= 2 (1 + 1.5)/5 =
-0.005
Where, t is the time traveled and is the time shift that -0.01
accounts for the time that it takes for the rear suspension to
negotiate the "bump" that the front suspension had -0.015
negotiated.
-0.02
0 1 2 3 4 5 6 7 8 9 10
Time(t)-Sec.
3.1 Calculation for the Natural Frequencies
(a)
+ 62 + 15.5 = 0 (15)
+ 101 + 15.5 = 0 (16) Pitch motion Y = 0.01Sin(wt)
0.05 Y = 0.03Sin(wt)
= ( + ) (17) Y = 0.05Sin(wt)
= ( + ) (18) 0.04
On putting the value of equation (17) & (18) in equation (15) 0.03
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Arshad Mehmood / International journal of research in engineering and innovation (IJREI), vol 1, issue 1, (May-2017), 6-11
0.06
0.04
0.04
0.02
Response-(radians)
Response-(radians)
0.02
0 0
-0.02
-0.02
-0.04
-0.04
-0.06
-0.06 -0.08
0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10
Time(t)-Sec. Time(t)-Sec.
Bounce motion Y = 0.01Sin(wt) Figure 3: Motion response of the vehicle at v=22.9 km/h,
0.03 Y = 0.03Sin(wt)
Y = 0.05Sin(wt)
(a) Bounce motion, (b) Pitch Motion
0.02
Y = 0.01Sin(wt)
Bounce moion
0.025 Y = 0.03Sin(wt)
0.01 Y = 0.05Sin(wt)
Response-(m)
0.02
0
0.015
0.01
-0.01
Response-(m)
0.005
-0.02
0
-0.005
-0.03
0 1 2 3 4 5 6 7 8 9 10
Time(t)-Sec. -0.01
(b) -0.015
0.01 0.04
Response-(m)
0 0.02
Response-(radians)
-0.01 0
-0.02 -0.02
-0.03 -0.04
0 1 2 3 4 5 6 7 8 9 10
Time(t)-Sec.
-0.06
0 1 2 3 4 5 6 7 8 9 10
Time(t)-Sec.
(b)
Figure 4: Motion response of the vehicle at v=28.65 km/h,
(a) Bounce motion, (b) Pitch Motion
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Arshad Mehmood / International journal of research in engineering and innovation (IJREI), vol 1, issue 1, (May-2017), 6-11
References
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