Dr.

B Dayal

Dr. B Dayal

RIDE

RIDE
The term ride is commonly used in reference to tactile and visual
vibrations, while the aural vibrations are categorized as noise.
Ride 0 25 Hz
Noise 25 20000 Hz
25 Hz islower frequency threshold of hearing
Noise is usually present when lower frequency vibrations are excited.
Vehicle is a dynamic system, but only exhibits vibrations in
response to excitation inputs.
The response properties determine the magnitude and direction of
vibrations imposed on passenger compartment.

THE RIDE DYNAMIC SYSTEM

Ride
perceptio
n

Excitation
sources

Road
roughness
Tyre / wheel
Drive line
engine

Vehicle
dynamic
respons
e

Vibrations

EXCITATION SOURCES
ROAD ROUGHNESS. Encompasses everything from potholes to

the ever-present random deviations reflecting the practical limits

of precision to which the road surface can be constructed and
maintained. Road profile fit the general category of broad band
random signals and hence can be described either by profile itself
or its statistical properties. The most useful representation is Power
Spectral Density (PSD) function. A plot of the amplitude versus
spatial frequency is the PSD.
PSd for average road properties can be represented by:
Gz (v) = G0 [1 + (0/ )2]
Where,
Gz (v) = PSD amplitude; = wave number; G0 =
roughness magnitude parameter = 1.25 x 10 5 for rough roads and
1.25 x 106 for smooth roads; 0 = cut off number = 0.5 cycle/foot for
bituminous road and 0.02 for PCC roads.
ON-BOARD SOURCES: arise from rotating components
Tyre / wheel assemblies
The driveline
Engine

TYPICAL SPECTRAL DENSITIES OF

ROAD ELEVATION PROFILE

ELEVATION, VELOCITY AND ACCELERATION PSDs OF

ROAD ROUGHNESS INPUT IN A VEHICLE TRAVELLING AT 50
MPH ON A REAL AND AVERAGE ROAD

EXCITATION SOURCES
ROAD ROUGHNESS.
At any given temporal frequency the amplitude of the acceleration
input will increase with the square of speed.
Zr = A sin (2X)
Where,
Zr = profile elevation
A = amplitude
= wave number
X = distance along the road
Sinc X = Vt
Zr = A sin (2Vt)
Zr = (2V)2 A sin (2Vt)
ON-BOARD SOURCES:

Tyre / wheel assemblies. Have got nonuniformities as:

Mass imbalance
Dimensional variations
Stiffness variations

SPECTRAL DENSITY OF NORMALISED

ROLL INPUT FOR A TYPICAL ROAD

EXCITATION SOURCES
ON-BOARD SOURCES:

Tyre / wheel assemblies. Have got nonuniformities as

Mass imbalance
Dimensional variations
Stiffness variations
These nonuniformities all combine in a tyre / wheel assembly causing it to
experience variations in the forces and moments at the ground as it rolls.
These in turn are transmitted to the axle and act as excitation sources.
The force variations may be in vertical , longitudinal or in lateral directions.
imbalance force Fi = mr2
Where Fi = imbalance force
mr = the imbalance magnitude
= the rotational speed.
A non uniform and asymmetric mass distribution along the axis of rotation
causes a dynamic imbalance., which creates a rotating torque on the
wheel, appearing as variations in over turning moments and aligning
torque at the wheel rotational frequency.

TYRE RADIAL SPRING

MODEL

EXCITATION SOURCES
Radial force variations take the form as illustrated in figure.
The peak to peak magnitude of force variation is called

composite force variation. The force signature may be

described by the amplitude of harmonics, that is by Fourier
transform.
The first harmonic of the radial force variation tends to be less
than that of composite. And the higher harmonics tend to be of
diminishing magnitude.
The various harmonics are functionally equivalent to
imperfection in the shape.
Eccentricity. The tyres, wheels and hubs may exhibit radial eccentricity, resulting
in first harmonic nonuniformity which produces both radial and tractive excitation
on the axle. The excitation occurs at the rotational speed of wheel (10 15 Hz at
normal high way speed).
Ovality. Radial and tractive force excitation is produced at twice the wheel
rotational frequency (20 30 Hz)
Higher order radial variations. Predominantly of importance in the tyre only.

Tractive force. Tractive force variations may arise from dimensional

and stiffness nonuniformity as a result of two effects. Magnitude will be
dependent on load and amount of eccentricity. Independent of speed.

TYRE RADIAL FORCE VARIATIONS

RADIAL NONUNIFORMITIES IN A TYRE

TRACTIVE FORCE VARIATIONS

ARISING FROM AN ECCENTRIC
WHEEL

EXCITATION SOURCES
Lateral force variations may arise from nonuniformities of tyre,

they tend to be independent of speed. These will affect dynamic

balance of the assembly. Higher order variations are
predominantly important in the tyre only. Wheel variations are
absorbed by tyre.
Drive line excitations.
The drive line consists of drive shaft, gear reduction, differential and
axle shaft. Drive shaft is the most important for vibrations. Others
are also capable of generating vibrations in the nature of noise.
Excitation to the vehicle arise from mass imbalance, and
secondary couples, or moments, imposed on the drive shaft.
Mass imbalance. An initial imbalance exists as a result of the
asymmetry given below:
Asymmetry of the rotating parts
The shaft may be off center on its supporting flange or end yoke.
The shaft may not be straight.
Running clearances may allow the shaft to run off center.
The shaft is an elastic member and may deflect.

TYPICAL DRIVELINE
ARRANGEMENTS

TORQUE REACTIONS CAUSING A

SECONDARY COUPLE

EXCITATION SOURCES
Drive line excitations.
Mass imbalance.
Magnitude of the excitation force is equivalent to the product of the
imbalance and the speed square.
Secondary couples.
universal joints are direct source oftorque pulsations in the
driveline.
0 / i = cos / (1 sin2 sin2 )
Where,
0 = output speed
i = input speed
= angle of the U joint
= angle of rotation of driving yoke
Maximum speed variation changes with joint angle as:
|0 / i|max = 1 / cos
The excitation occurs at the second harmonic of the drive line speed.

SPECTRAL MAP OF VIBRATIONS

ARISING FROM DRIVELINE AND TYRE /
WHEEL

EXCITATION SOURCES
Engine / transmission.
Engine may be a source for vibration excitation on the vehicle. At the
crank shaft the torque delivered consists of a series of pulses
corresponding to each power stroke.
Because of compliance in the engine / transmission mounts, the
system will vibrate in six directions the three translational
directions and three rotations around the translational axis.
The most important to vibration is the engine roll direction (about
the lateral axis of a transverse engine or about the longitudinal
axis of an engine mounted in the north south direction), which is
excited by drive torque oscillations.

TORQUE VARIATIONS AT THE OUTPUT

OF A FOUR STROKE, FOUR CYLINDER
ENGINE

TYPICAL TRANSVERSE ENGINE

AND MOUNTING HARDWARE

VEHICLE RESPONSE
PROPERTIES

Transmissibility.
Transmissibility is the non-dimensional ratio of response amplitude
to excitation amplitude for a system in steady state forced
vibration.
The ratio of output and input amplitudes represents a gain for the
dynamic system.
Suspension isolation.
All vehicles share the ride isolation properties common to a
sprung mass supported by primary suspension systems at each
wheel. The dynamic behaviour of this system is the first level of
isolation from the roughness of the road.
The essential dynamics can be represented by a quarter car model.
The sprung mass resting on the suspension and tyre spring is
capable of motion in the vertical direction.
ride rate. The effective stiffness of the suspension and the tyre
springs in series is called the ride rate
RR = Ks Kt / Ks + Kt

QUARTER CAR MODEL

VEHICLE RESPONSE
PROPERTIES

Where,
RR = ride rate
Ks = suspension stiffness
Kt = tyre stiffness
The bounce natural frequency n = (RR / M)0.5
Or
fn = 0.159 (RR / W/g)0.5
Where,
M sprung mass
W = Mg = weight of the sprung mass
When damping is present, the resonance occurs at the damped
natural frequency, d.
d = n (1 s2)0.5
Where,
s = damping ratio = Cs / (4Ks M)0.5
Cs = suspension damping coefficient
W / Ks = static deflection of the suspension due to the weight of the
vehicle.
A static deflection of 10 inches is necessary to 1 Hz natural
frequency.

UNDAMPED NATURAL FREQUENCY

VERSUS STATIC DEFLECTION OF A
SUSPENSION

VEHICLE RESPONSE
PROPERTIES

The dynamic behaviour of the complete quarter car:

MZ + Cs Z + Ks Z = Cs Zu + Ks Zu + Fb
mZu + Cs Zu + (Ks + Kt) = Cs Z + Ks Z + Kt Zr + Fw
Where,
Z = sprung mass displacement
Zu = unsprung mass displacement
Zr = road displacement
Fb = force on the sprung mass
Fw = force on the unsprung mass
The amplitude ratio for these cases are:
Z / Zr = [K1 K2 + j K1C ] / [ 4 (K1 + K2 + K2) 2 + K1 K2]
+ j [K1 C (1 + )C3]
Z / Fw/M = [K1 2 + j C 3] / [ 4 (K1 + K2 + K2) 2 + K1 K2] + j
[K1 C (1 + )C3]
Z / FbM = [ 4 (K1 + K2)2 + j C 3] / [ 4 (K1 + K2 + K2) +
K1 K2] + j [K1 C (1 + )C3]

QUARTER CAR RESPONSE TO

ROAD, TYRE/WHEEL AND BODY
INPUTS

VEHICLE RESPONSE
PROPERTIES

Where,
= m / M = ratio of unsprung mass to sprung mass
C = Cs / M
K1 = K t / M
K2 = K s / M
j = complex operator
The quarter car model is limited to study of dynamic behaviour in
the vertical direction only.
Yet using above equations, it can be used to examine vibrations
produced on the sprung mass as a result of inputs from road
roughness, radial forces or vertical forces
The response properties can be presented by examining the response
gain as a function of frequency.
For road roughness input, the gain is the ratio of sprung mass
motion (acceleration, velocity, or displacement) to the equivalent
input from the road. At very low frequency, the gain is unity.
The sprung mass response to tyre / wheel excitation is illustrated
by choosing an appropriate nondimensional expression for gain of

ISOLATION OF ROAD
ACCELERATION BY A QUARTER
VEHICLE MODEL

VEHICLE RESPONSE
PROPERTIES

the system. The input is an excitation force at the axle due to the tyre
/ wheel. The output acceleration of the sprung mass may be
transformed to a force by multiplying by the mass. Thence, the
output is the equivalent force on the sprung mass necessary to
produce acceleration. The gain is zero at zero frequency.
The response gain for direct force excitation on the sprung mass
may be expressed nondimensionally by again using the equivalent
force on the sprung mass as the output. At high frequency the
gain approaches unity.

VEHICLE RESPONSE
PROPERTIES

The sprung mass acceleration spectrum can be calculated for a

linear model by multiplying the road spectrum by the square og
the transfer function.
Gzs (f) = |Hv (f)|2 Gzr
Where,
Gzs (f) = acceleration PSD on the sprung mass
Hv (f) = response gain for road input
Gzr = acceleration PSD for road input
example problem:
Determine the front and rear suspension ride rates for a 5.0 L
Mustang given that the tyre spring rate is 1198 lb/in. the front
suspension rate is 143 lb/in and rear is 100 lb/in. also estimate the
natural frequencies of the two suspensions when the front tyres
are loaded to 957 lb and the rear tyres are at 730 lb each.

SUSPENSION STIFFNESS
Because the suspension spring is in series with a relatively stiff tyre
spring, the suspension spring predominates in establishing the the
ride rate and hence the natural frequency.
Since the road acceleration inputs increase in amplitude at higher
frequencies, the best isolation is achieved by keeping the natural
frequencies as low as possible. For a vehicle with given weight, it
is therefore desirable to use the lowest practical suspension spring
rate to minimize the natural frequency.
The effect on acceleration transmitted to the sprung mass can be
estimated analytically by approximating the road acceleration
input as a function that increases with the square of the
frequency. Then the mean square acceleration can be calculated
as a function of frequency.
The lowest acceleration occurs at the natural frequency of 1 hz. At
higher values of natural frequency (stiffer suspension springs), the
acceleration peak in the 1 to 5 hz range increases, reflecting a
greater transmission of road acceleration input, and the mean
square acceleration increases by several hundred percent.

ON ROAD ACCELERATION SPECTRA WITH

DIFFERENT SPRUNG MASS NATURAL
FREQUENCIES

BOUNCE / PITCH FREQUENCIES

On most of the vehicles there is a coupling of motions in the vertical
and pitch directions, such that there is no pure bounce and pitch
modes the behaviour in terms of natural frequenciesand motion
centers, for a vehicle with coupled motions can be readily
determined analytically from the differential equations of motion.
Following parameters are defined:
= (Kf + Kr) / M
= (Krc Kfb) / M
= (Kfb2 + Kr c2) / Mk2
Where,
Kf = front ride rate
Kr = rear ride rate
b = distance from the front axle to the CG
c = distance from the rear axle to the CG
Iy = Mk2 = pitch moment of inertia
k = radius of gyration
Then the differential equations for bounce Z and pitch can be

PITCH PLANE MODEL FOR A

MOTOR VEHICLE

BOUNCE / PITCH FREQUENCIES

written as
Z + Z + = 0
+ Z/k2 + = 0
= coupling coefficient
When = 0, no coupling occurs and the spring center is at the center
of gravity. For this conditioon, a vertical force at the CG produces
only bounce motion and a pure torque applied to the chassis will
produce only pitch motion.
The solution to the above differential equations is:
Z = Z sin t
And thepitch motion will be:
= sin t
Differentiating twice and putting into equation:
-Z2 sin t + Z sin t + sin t = 0
( 2)Z + = 0
Or
Z / = - / ( 2)
For second equation Z / = -k2 ( 2) /

THE TWO VIBRATION MODES OF A

VEHICLE IN THE PITCH PLANE

BOUNCE / PITCH FREQUENCIES

These equation conditions under which the motions occur.
The constraint: the ratio of amplitude in bounce and pitch must
satisfy both equations.
Equating right side
( 2) ( 2) = 2 / k2
Then 4 ( + )2 + 2/k2 = 0
The solutions are:
1 = [( + )/2 + (( )2/4 + 2/k2)0.5)0.5
`
1 = [( + )/2 - (( )2/4 + 2/k2)0.5]0.5
These frequencies always lie outside the uncoupled natural
frequencies.
The oscillation centers can be found using the amplitude ratios with
respect to two frequencies 1 and 2. Z / (1) and Z / (2) will have
opposite signs.
Z / +ve, oscillation center will be ahead of CG by a distance x =
Z/
Z / ve, the oscillation center will be behind the CG.

BOUNCE / PITCH FREQUENCIES

When oscillation center outside the wheel base, the motion is

bounce with bounce frequency.

When oscillation center inside the wheel base, the motion will be
pitch with pitch frequency.
The locations of the motion centers are dependent on the relative
values of the natural frequencies of the front and rear frequencies.
ff = (Kfg/Wf)0.5 / 2
fr = (Krg/Wr)0.5 / 2

OILEY S CRITERIA FOR FOR

DESIGNING WITH A GOOD RIDE
The front suspension should have a 30% lower ride rate than rear
suspension, or the spring center should be at least 6.5% of the
wheel base behind the CG. Although this does not explicitly
determine the front and rear natural frequencies, since the rear
front weight distribution on passenger cars is close to 50 50, it
will be generally assure that the rear frequency is greater than the
front.
The pitch and bounce frequencies should be close together. The
bounce frequency should be less than 1.2 x pitch frequency.
Neither frequencies should be greater than 1.3 Hz, which means
that the effective static deflection of the vehicle should exceed
roughly 6 inches. The value of keeping natural frequencies below
1.3 Hz was demonstrated
The roll frequency should be approximately equal to the pitch and
bounce frequencies.

EFFECT OF NATURAL FREQUENCY RATIO ON

POSITION OF MOTION CENTERS

SPECIAL CASES
Most modern vehicles with substential front and rear overhang

have dynamic index close to 1.

DI = k2 / bc = 1
Or
k2 = bc
k = (bc)0.5
When equality holds, the front and rear suspensions are located at
conjugate centers of percussion (an input at one suspension causes
no reaction at other). In this case, the oscillation centers are
located at the front and rear axles. There is no interaction in
front and rear suspensions.
Spring center at CG. The pitch and bounce motions are totally
independent.
Dynamic index greater than unity. This occurs when there is
substential overhang at the front / rear axles.
Uncoupled motion. ( = 0) and dynamic index = 1 = this results in
equal bounce and pitch frequencies.

OSCILLATIONS OF A VEHICLE
PASSING OVER A ROAD BUMP

EXAMPLE PROBLEMS
Calculate the pitch and bounce centers and their frequencies for a
car with the following characteristics:
Front ride rate = 127 lb / in
front tyre load = 957 lb
Rear ride rate = 92.3 lb / in
rear tyre load = 730 lb
Wheel base = 100.6 in
dynamic index = 1.1

Find the pitch and bounce centers and their frequencies for a car

with following characteristics:

Front ride rate = 132 lb / in
front tyre load = 1035 lb
Rear ride rate = 93 lb / in
rear tyre load = varying from 567
to 1000 lb
Wheel base = 112 inches
dynamic index = 1.05

EXAMPLE PROBLEMS

PERCEPTION OF RIDE
Ride. Ride is a subjective perception normally associated with
thelevel of comfort experienced when travelling in a vehicle.
Perceived ride is the cumulative product of many factors:
The tactile vibrations transmitted to passengers body through the
seat, and at the hand and feet
Acoustic vibrations
General comfort level
Tolerance of seat vibrations
No universally accepted standard exists for judgment of ride
vibrations due to following variables;

Seating positions
Influence of hand and foot vibration input
Single versus multiple frequency input
Multi direction input
Comfort scaling
Duration of exposure
Sound and visual vibration inputs

HUMAN TOLERANCE LIMITS FOR

VERTICAL VIBRATIONS

NASA DISCOMFORT CURVES FOR

VIBRATION IN TRANSPORT
VEHICLES

HUMAN TOLERANCE LIMITS

FOR FORE/AFT VIBRATIONS