Name: Stephen McNicholas Programme: CAMME Module Code: MM401 Assignment Title: Assignment 2 Submission Date: 01-04-2012

Student ID Number: 11210390

Introduction
Using Matlab, a Simulink model was created, representing a bus travelling on a road at a velocity of 30mph over a number of different types of surfaces, which include a sample of actual road and 2 sinusoidal profiles with amplitude 0.1m and wavelengths of 4 and 9m. The model also showed what the responses would be like with and without a damping ratio of 0.1. The equations of motion were derived and were represented in a block diagram in simulink. The centre of gravity and Inertia was recalculated for the bus to take into account the driver and an mfile was used to hold all these variables and plot the responses generated.

Objectives
Develop a simulink model to determine the following: The response of the bus to sinusoidal road profiles of 4m and 9 m wavelengths. The effect of 10% damping ratio, on the response, at front and rear suspension points. The force felt by the driver (sitting at the front of the bus) if (s)he weighs 60 kg. The force and displacement of the rear suspension to a road profile read from a matlab data file.

Assumptions
There are no forces generated by drag or surface friction. Only small angles of are produced hence = is true, where x is the distance along the horizon. The measurements given in the sample road data file are in metres. The measurements given represent the deflection of the suspension and so it can be directly applied. There is zero deflection in the chaise of the bus. The driver is part of the 2500kg weight of the bus and again is perfectly stiff. The radius of gyration is given as 0.9m, which is a positive number, this is assumed to be 0.9m in front of the centre of gravity of the bus.

Diagram 1. Free Body Diagram for Two Degree of Freedom Bus with Damping

From this free body diagram the following equations of motion were derived =
1

[( + ) ( + ) ( ) ( ) + + ]

(1) (2)

1 2 2 2 = [ ( + 2 ) ( + ) ( ) ( ) + ]

Since the rotational movement and the vertical movement are coupled, the Z and coefficients are the same ( ), the same is true for the term ( ). Assuming that the dampers are acting in parallel to the springs which are located between the bus body and the wheels then = + = ( + ) + ( + ) (3) (4)

These equations were then expressed in Simulink, in the case of equation 1. there was no term so it was taken from equation 2. and feed back to equation 1. The same was true for the Z coefficient in equation 2. The same method was applied to the term from equation 2 and the term from equation 1. Blocks relevant to equation 1 are highlighted in Orange Blocks relevant to equation 2 are highlighted in Light Blue Blocks relevant to equation 3 are highlighted in Yellow Blocks relevant to equation 4 are highlighted in Magenta

Blocks that show the front and back wheels at 0.1 damping ratio are in Blue Blocks that show the effects of vibration on the driver are in Green Blocks that represent the rear suspension under sample road condition are in Red Blocks that show the responses of the COG of the bus are in Cyan Block that show the conversion of the road profile to force input are shown in Dark Green

Diagram 2. Block Diagram for Bus and Driver Simulation, titled busWithDriver1.mdl

The date file consisted of a road profile that was level but uneven. There was 12 second of data contained within the file. A one second delay was used, and both current and one second ol d ground heights were measured and the difference between them obtained, this represented the speed of the changing height in metres per second and was recalculated each passing second, the result of this was multiplied by twice the damping coefficient which was already known from the Mfile, this represented the force of resistance due to damping. Using the same data, for each second the force generated due to stiffness was also calculated using. = This force was then delayed by one second so that it matched up with the time of the damping and then summed with the result from the damping. An M-file as created and named busmfileWithDriver2.m, this contained all the values and variables used in the simulation. In order to plot the results that were stated in the objectives section of this report, the following lines were reiterated throughout the Mfile with the relevant values
sourceswitch = 0; %0=sinewave profile and 1=road file lamda = 9; %m wavelength of road t_end = 20; %s end time for simulation zeta = 0; % Damping Ratio = c/cc sim busWithDriver1

The full Mfile is submitted with this report.

For the simulations using both sinewave forced inputs, a run length of 25 seconds was used, this was enough to get through the transient stage of vibration and then to see what the steady state is like, and yet provide enough resolution to see the characteristics of the vibration, in this case a small sinewave known as a carrier wave inside a bigger dampened sinewave envelope.

Figure 1. The response of the bus to sinusoidal road profiles of 4m and 9m wavelengths

Figure 2. The effect of 10% damping ratio on the response at front and rear suspension points.

Figure 3 Drivers response to 9m wavelength

Figure 4 Drivers response to 4m wavelength

Figure 5 Drivers response to road sample

Figure 6 The force and displacement of the rear suspension to a road profile read from a matlab data file

Discussion
The buses response to wavelengths 4 and 9 metres consist two sinewave one embed ed inside the other, the larger one know as the envelope is the same period in both cases, albeit with different amplitudes. The smaller one is known as a carrier wave and has a frequency of 3.4 Hertz for the 4m wavelength and 1.5 Hertz for the 9m wavelength. This ratio in wavelengths was found for all the following carrier sinusoidal waves scenarios. As expected, there is no damping present in these responses, since the damping ratio was set to zero.

Since The absolute threshold for perception of vertical vibration for frequencies between 1 and 100Hz, this is approximately 0.01 m/s2 (Griffin, 1990), given the data presented in Figure 1. The acceleration never exceeds a maximum of 0.0091m/s2. This bus is a very comfortable ride for anyone that sits at the centre of gyration. As one moves away from this point the angular acceleration will become more important, as this will be multiplied by the distance from centre of gyration and will be added to the overall vertical acceleration. The direction of pitching will be the same throughout the bus, so if height is added to the front of the bus, then the back of the bus will sink relative to this. It is for this reason, that when calculating vertical displacement for regions behind the centre of gyration, that the position from the centre of gyration is taken as a negative value before it is multiplied by the rotation element . In the next part of the assignment simulated was the effect of adding a damping to the system and observing the responses at the front and rear suspension.

Table 1. Suspension with and without damping

Maximum values for 0.1 Damping Ratio on the Front and Rear Suspensions No Damping Damping Acceleration acting on the front suspension (m/s2) 0.0099 0.2262 Acceleration acting on the rear suspension (m/s2) 0.0537 1.2340 Displacement acting on the front suspension (m) 0.0010 0.0051 Displacement acting on the rear suspension (m) 0.0041 0.0293 From Figure 1. It can be seen that, the inclusion of damping increased the acceleration endured by the suspension, and the displacement of the travel required in the suspension units, the maximums values for acceleration and displacement can be seen in Table 1. The rear suspension started out of phase from the one suspension and had an greater initial amplitude and shorter wavelength, t his was because of the added input of the pitching and heaving generated by the front suspension, as it reached steady state, the rear damping could then start effectively reducing the amplitude of the oscillations. The rear suspension was also a much greater distance from the centre of gyration, which made effect of pitching more pronounced. The Acceleration felt by the driver are also expressed in terms of acceleration and are depicted in figures 3, 4 and 5. A summer is expressed in table 1. below. This makes them easier to compare.
Table 2. Extreme driver responses to the different scenarios

Wavelength=4m Acceleration (m/s2) With Damping Acceleration (m/s2) With No Damping 1.1670 0.0223

Wavelength=9m 0.5940 0.0254

Road Sample 0.0041 0.0024

Using the following, taken from Hopcrot R, Skinner M (2005). < 0.315 m/s2 not uncomfortable. 0.315-0.63 m/s2 a little uncomfortable 0.5-1 m/s2 fairly uncomfortable 0.8-1.6 m/s2 uncomfortable 1.25-2.5 m/s2 very uncomfortable >2 m/s2 extremely uncomfortable The comfort rating could then be found for all 6 scenarios. From Table 2. the damped road profile with a 4m wavelength has greatest acceleration effect, puts the driver in the uncomfortable range, even the 9m wavelength is within the fairly uncomfortable range. Both of ranges would reduce the endurance of the driver to varying degree and effect of fatigue upon the driver would be seen earlier than expected. The undamped however would barely be perceived. The road sample would be undetectable to the driver in both cases. Using the road profile data the response for the rear suspension was simulated both with and without a damping ratio of 0.1, once done these were plotted and compared. When the road file was analysed, it was found the data contain a rough surface on a level plain, if a hill was encountered that was smooth surface then it would have to be represented by a short impulse with no further displacement inputs, this would start moving the bus to the desired velocity. If this incline was not smooth, the signal generated would still have in impulse but along with that , the model would have to produce a displacement equal but opposite to the hill taking into account the time spent to get to the foot of the hill such as = ( 13) This would then go through the damping and stiffness gains and would be summed with the file data, if a graph was to be plotted, it would show a uneven level surface for 13 second, followed by an impulse followed by another uneven level surface. For this to work the exact position or time of the start and end of each incline or decline would have to be known.
Table 3 Rear Suspension Responses taken sample road file

Responses from the Rear Suspension taken from the Road File Force (N) Displacement (m) No Damping 11.61 0.0127 Damping 25.98 0.0121 As expected, because of the greater distance from the centre of gyration, the forces and displacement encountered are greater, any passenger sitting at this point would be uncomfortable, and very uncomfortable with damping.

Conclusions
The undamped system gives very low acceleration and is barely perceptible to the driver From the responses simulated, when considering the sinusoidal road profiles, this system is over damped, if the normal environment is within the uncomfortable range for the driver, this would lead to early fatigue. A change of speed would be advised, until the damper ratio could be adjusted to suit these road profiles. The higher the input frequency, the higher the frequency of the carrier wave. In the Equations of motion for the rotational movement and the vertical movement have common terms such as ( ), and ( ). This means that this is a coupled system. If the radius of gyration was zero, then all the rotation would happen around the centre of gravity and then this could be considered an uncoupled system. In the current stated this model is limited to the rough but level plains and very stiff bus, passengers and seats. The higher the frequency of the road profile, the greater the amplitude of force that is produced .

References
Griffin, M.J. (1990). Handbook of Human Vibration. London: Academic Press. Hopcrot R, Skinner M (2005). C-130J Human Vibration. Defence Science and Technology Organisation