2011/6/23

[] | Administrator
GROUP
CAR BODY DESIGN PROJECT REPORT

Group Members:
WANG YANG 168237
BI WENNI: 168009
TONG MENG: 169207
YUAN LUO: 168243
LI XIAOLIN: 168242
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Contents
1. Abstract .............................................................................................................. 3
2. Technical specification ........................................................................................ 4
3. Vehicle Layout .................................................................................................... 7
3.1 wheel arches ................................................................................................ 8
3.2 Pedals positioning and sizing ...................................................................... 12
4. Load standard ................................................................................................... 14
4.1 Introduction ............................................................................................... 14
4.2 Suspension stiffness calculation ................................................................. 15
4.3 Shake calculation ....................................................................................... 16
4.4 Testing ....................................................................................................... 17
4.4.1 Rollover test .................................................................................... 17
4.4.2 Braking test ..................................................................................... 18
5. Verification of visibility ..................................................................................... 19
5.1 Direct visibility ........................................................................................... 20
5.1.1 The field of visibility ........................................................................ 20
5.1.2 Binocular obstruction ...................................................................... 23
5.1.3 A-pillar obstruction.......................................................................... 25
5.2 Indirect Visibility ........................................................................................ 26
5.2.1 Interior mirrors ................................................................................ 27
5.2.2 Exterior mirrors ............................................................................... 30
6. Frame design and verification ........................................................................... 34
6.1. Description ........................................................................................ 35
6.2. Verification ........................................................................................ 36
6.3. Explanation ....................................................................................... 39
7. Final considerations ............................................................................................. 41
Vehicle mass .................................................................................................... 41



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1. Abstract
This paper is aim to design a vehicle, especially a mini city car. Basically a city car is
required to be compact, environment friendly and comfortable for driver and
passengers.
To achieve this target, the process is based on three steps, which are according to
technical specification and customer satisfaction.
The first step is packaging design, which including preliminary design the vehicle
layout, starting from the technical specification; loading standard; pedal and manikin
positioning; front and rear arch design.
The following step is visibility verification, which including direct visibility check and
mirror design for indirect visibility.
The last one is vehicle structure analysis. The FEM method and related software is
applied throughout the whole process to check torsional stiffness, bending stiffness,
and etc.









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2. Technical specification
It is required to design a car with a maximum length of 3 meters, a maximum
width of 1.6 meters, free height (depending from occupants position); the vehicle is a
two-seat car.
99th percentile should be considered for both driver and passenger.
As regarding to the powertrain, the specifications provide the installation of a
battery pack that powers an electric unit that can be placed on board, or inside the wheel
rims by means of special "wheelmotor".
Consequently, according to the positioning of the electric motor, you can choose
wheels from 13 to 15 inches. And as a car driven by an electric motor, there is no
gearbox.
The car should have a good load capacity, which is estimated to be a payload of
at least 220 liters.
Also, to try to recover more space inside the car, a steer-by-wire system is expected; it
allows eliminating the steering column, and moving the firewall forward as much as
possible.
For safety reasons two crash-boxes are provided; one in front of the car with
dimensions 300 mm x 400 mm x width between wheel arches, and one at the rear with
dimensions 240 mm x 320 mm x width between wheel arches.
For an overview of the specifications, please refer to table below.

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Commitment Vehicle data
Wheelbase mm 2400 1878
Track mm - 1435
Vehicle Width mm 1600 1525
Vehicle Length mm 3000 2525
Length x Width m
2
4.5 3.85
Doors Layout & Number - Free 3 doors
Vehicle Height mm Free 1670
R & H points Distance from the ground mm Free 603.61
Steering axle / steering box - Front/mechanical or by
wire
By wire
Turning Diameter between walls m 9 9
Driving Wheels - Rear - Wheel motor or
on board motor
Rear on board motor
Powertrain - Electric Electric
Trunk dm
3
> 220 602
Seats - 2 2
Seats Layout - Free 2 in a row
Percentiles - 99
th
99
th

Wheels 145/65 R15 or 165/65
R13
165/65 R13
Front Crash-box mm 300 mm in x direction
and 400 in z direction

Rear Crash-box mm 240 mm in x direction
and 320 in z direction

Batteries kg 1,1 x 30 cells (Li-pol)
mm 220x215x11
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Driver (power electronics) kg 6
mm 320x200x56
Electric motor kg 23
mm 220, thickness 230
Frame center of mass mm 50% of frame height 38,6% of frame height
Standard A mass kg 400
368

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3. Vehicle Layout
The main objection of the layout design for our vehicle is to enlarge the interior
volume and optimize the performance. Given the specifications of considerable
compactness and accessibility, a single row occupant design for the pilothouse is
adopted. And the power train is designed with the idea of shortening the
transmission size for a rear-driven car and optimizing the stability with a lower
gravity centre.
The solution of occupation position is shown in Figure 3.1 right below:
Figure 3.1-occupants position in the cab

Excepted shortening of the length of the car, this solution also provides a better
exploitation of the available space inside with satisfaction of 99% percentile. The
normal position for the cabin is desired to be the luggage hold, while the mounting of
the electric motor is designed behind the occupants in order to reduce the distance
from the driving wheel and minimize the size of transmission, shown in Figure 3.2:
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Figure 3.2 positioning of the power train

From the schematic, the positioning of the batteries and A/C convertor can be seen.
The idea of insert the 6 batteries into the floor is to lower the gravity centre of the
vehicle, meanwhile to obtain a better hear dissipation for these energy equipments. In
particularly, an insulation material will be desirable beneath the seat of occupants.

3.1 wheel arches
The first step for designing the pilothouse is to finish the pedal positioning. However
the definition of wheel arches is the prerequisite of the position of pedal and manikin
placement. The two main parameters for the two steering wheel:
Dimension of the tire
The type of tire-165/65R13 for small vehicle is chosen as suggested.
The turning diameter between walls
We chose the 9 meters turning diameter between walls, which accommodated with the
value used by the design of most popular cars on the market.
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According to the Ackeman kinematics steering rule, the angles of different steering
wheel of the circle centre is obtained. Seen Figure 3.3 and Figure 3.4
Wheel angel of inner angle:
Wheel angle of outboard angle:

Figure 3. 1 Kinematic steering
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Figure 3. 2 Steering angles

The initial schematic of the steering wheel arch is refined by considering the
following additional factors:
Non-skid chain : 15mm
Mud : 10mm
Suspension bumps : 70mm 90mm according to the C standard
The design of rear wheel arches is simplified for the no steering condition, so the
encumbrance of non-skid chains, mud and suspension bump is the only parameter to
be calculated.
The occupation of all the wheel arches is illustrated from the top and side views in
Figure 3.5, Figure 3.6 and Figure 3.7
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Figure 3.5 top view of the wheel arches


Figure 3. 6 side view of the wheel arches
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Figure 3.7 3-D schematic

3.2 Pedals positioning and sizing
As the starting point of the study of accessibility and design of the whole vehicle, the
accelerator and braking pedals are arranged according to ergonomics of the driver
body. Basic requirements are less effort and high precision in the command.
The Heel-Point (Figure 3.8) as the intersection between the rear of the heel and the
floor is critical for positioning the accelerator pedal and the foot of the driver. Our
accelerator pedal is hinged on the firewall while the instantaneous center of rotation
of the pedal and the HP are collinear with the tangent of the sole of the foot at the
normal driving condition.
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Figure 3. 8 Pedals positioning, side view

Acting on the pedal, the sole of the foot encircles around the fixed HP. The
middle-stroke of the heel angle position will be appreciated by research. So the
normal working position is represented in this position.
In order to prevent the foot obstruction in the situation of change the pedal between
acceleration and braking, and to provide a quick reaction on emergency, the braking
pedal is set lower and optimizer than the accelerating one. A 110mm transverse
distance between the centers of two pedals is adopted to eliminating the interference,
which is estimated according to the width of human foot. The top view of the two
pedals in the cab is shown in Figure 3.9.
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Figure 3. 9 - Pedals positioning, top view

Meanwhile the friction between the HP and floor should be minimized as well to
avoid jamming.

4. Load standard
4.1 Introduction
According to different load standards, we will get variation of the height of car
caused by changing of the tyres and suspensions. This effects the aspects of wheel
arches and visibility, so it is important to define a series load standards for the car.

Regards to different number of passengers and luggages, considering load standard
for driver is 75kg and 70kg for passenger each, to the luggages 10kg per person, we
get the table below:

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Diver mass[kg] Passenger
mass[kg]
Luggage
mass[kg]
Vehicle mass[kg]
Standard
A
0 0 0 400
Standard
B
75 0 10 485
Standard
C
75 70 20 565

The following table shows the components weight considered in our car design.
Element Weight [ kg]
Frame(include wheel mass) 338
Battery 33
Driver(power-eletronics) 6
Motor 23

4.2 Suspension stiffness calculation
For wheel arches assessment under static condition and evaluation height of the car,
we need to calculate the suspension stiffness.

Assuming each wheel weighted 8kg, then we can obtain the suspended mass for
each standard:
Standard A Standard B Standard C
Suspended
mass[kg]
368 453 533

Referring mass-spring model, the natural pulsation is according to following relation:

C
r f
m
K K +
= e
Where,
K
f
and K
r
is the front and rear axle stiffness and suposing K
r
= 1.2K
f
m
c
is the vehicle mass under condition C the toughest standard
Assuming the frequency equals to 1.5Hz

Through calculation gets:
K
f
= 21520 [N/m]
K
r
= 25824 [N/m]
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4.3 Shake calculation
With the stiffness just obtained from above, we can go to the car floor position
calculation respecting to different load standards.
As initial assumption the height of the car floor relative to ground is 190mm for the
toughest condition, standard C.
According to result about layout consideration, we know for different load standards
the center of gravity is different, measures though the software, we obtain:


component
x y z mass[kg]

frame 1283.13 0 648 306
driver 1543 -346.5 866 75
passenger 1543 353 866 70
motor 1965 115 359.5 23
Driverpower-electronics 2015.5 -100 277 6
luggage 2266.45 0 649 20
battery 1291.7 258.3 277 16.5
battery 1291.7 -258.3 277 16.5

Center of gravity position
x y z
Standard A 1338.46 5.56 370.44
Standard B 1392.81 -52.85 417.35
Standard C 1428.92 1.44 447.6

According to above calculated center of gravity, with the mechanism shown by the
following graph, we can obtain the force applied on the front and rear axles.
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Through the above graph we know the following equilibrium equation
m
g
= F
f
+ F
r
Around front axle:
x
G
mg = F
r
l
Where,
l is the length between 2 axles.

Then we can obtain the variation along the vertical direction,the shake variation from
a load standard to another one.
F
f
[N] F
r
[N] F
f
[N] F
r
[N] Z
f
[cm] Z
r
[cm]
Standard
C
1262 3967 104 681 3.04
(6.27)
3.65
(7.52)
Standard
B
1158 3286 113 721 3.23 3.87
Standard
A
1045 2565 0 0 0 0

4.4 Testing
4.4.1 Rollover test
The aim of this test is to assess the maximum lateral acceleration the vehicle can
perform without unstable handling problem.

As the figure shown below
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Due to non-symmetry of the Center of gravity position with respect to the midline,
according to limit condition F = min (Fl , Fr).
For the rotation balancing, we obtain
mh
c F
a
z
y
A
= , as required the lateral acceleration
as least is 1g.
Then obtaining:
Lateral acceleration [g]
Standard B 1.14
Standard C 1.09

The above seen result satisfied the requirement.

4.4.2 Braking test
During the braking phase, the load transfer occurs. This phenomenon generates an
increasing of the front vertical force, and a decreasing of the rear one.
Assuming the limit condition is Fz = Fz
R

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According to the above diagram,obtaining:
mg = Fz
f
+ Fz
r

Around the front axle,
x
G
mg = Fz
r
l

For balancing the rotation, we obtain
h
x
g a
G
x
=
Frontal acceleration [g]
Standard B 2.29
Standard C 2.24

5. Verification of visibility

A very important phase of the study of habitability is the verification of
visibility, because it is a way to verify the correctness of the layout chosen, and
positioning of occupants.
This review is divided into two subsections:
- verification of direct vision
- verification of indirect vision

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5.1 Direct visibility

5.1.1 The field of visibility
To verify direct vision can rely on two laws: the first, the SAE has develop for the
American market vehicles, while the second, European legislation is that which we
consider as mandatory for vehicles sold in Europe.
For safety reason, both laws require that there arent structural elements in front of
driver, except for the A-pillars, and create areas of obstruction to verify. These rules
are designed to ensure that the driver can see through windshield of sufficient size:
For this reason its determined a zone of primary visibility. This is a minimum size
area in which the optical qualities of glass must meet certain requirements distortion
and transparency.
The verification process starts from two points V1 and V2, whose position is defined
by legislation from point R: in our case, the inclination of the torso of the dummies
to the vertical not exceed 25, so is not necessary to change the position of those
points.
Figure Direct field of view following the European Directives
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After determining the primary field of vision, we need to verify that this area is
included within the transparent part, considering an offset of 40 millimeters across
the windshield where the best optics qualities are not guaranteed.
It is important to say that the primary field of vision, determined by this legislation,
does not depend on percentile and height of the H-point from the ground.
The only influence factor is the load standard: it deals with the visibility of the driver,
then you should consider the car in B-standard, with only the driver and a baggage.
The European standard also requires to verify that there are no other restrictions
in addition to A-pillar in an area specifically defined. To meet this requirement is
necessary to construct a pyramid bounded as follows:
- bottom 3 floors, declining 4 downward conducted since point V2,
longitudinal and transverse;
- Top by a horizontal floor through V1.
This legislation is an exception that the wheel may cross the limits just defined. The
steering wheel, however, must remain below a longitudinal plane tilted by 1 down
and through V2.

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5.1.2 Binocular obstruction
The presence of the A-pillars restrict the driver's field of vision because it creates areas
of obstruction where neither of the two eyes can see. This is called the field of binocular
obstruction.
To determine the field we have complied with the instructions provided from the norm:
1. Positioning of points P1, P2, Pm according to Table 5.1.

X [mm] Y[mm] Z[mm]
P1
1267,25 286,59 933,59
P2
1295,25 353,59 933,59
Pm
1275,61 306,59 933,59
Table 5 1 - Position of points P to the R point for a 25 torso inclination

2. From the points P1 and P2 build two equilateral triangles of side 65 mm that
identifies ocular E1, E2, E3, E4 points.
3. Since Pm point out two planes of section of A pillars, conducted from Pm and
inclined to the horizontal (B standard) 2 upward to identify the section S1,
and 5 downward to the section S2.
4. Turn the line E1-E2 around P1 until the tangent line connecting E1 and the outer
edge of Section 2 (driver side) forms a 90 degree angle with the line E1-E2.
5. from E2, draw the tangent line to the inner edge of the S1 section. The angle of
binocular obstruction of the pillar is the angle between the two lines defined
above. This is less than 6.
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5.1.3 A-pillar obstruction
European directive about direct field of view. Only the A-pillars can exceed the filed
between the horizontal plane through V1 and the pyramidal surface with top at point
V2. The three planes of the pyramid are at a 4 deg downwards slope


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5.2 Indirect Visibility
The field of vision of drivers is increased towards the rear and rear side through
the use of mirrors that must agree to specific regulations.
Figure below shows the monocular, binocular and ambinocular fields of view, obtained
through a mirror.
OD and OS points are the driver's ocular points.
They are placed at a distance of 65 mm and 635 mm vertically over the R-point.
Corrections on the inclination of the seat are not considered.
The type of vision that is admitted through the mirrors is ambinocular.
Checks are carried out on the interior and exterior mirrors.

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Figure: Visibility field trough a mirror
5.2.1 Interior mirrors
With reference to figure below, the driver must be able to see a rectangle
grounded, width of 20 m, which extends to infinity from 60 m from the ocular points.

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Figure: Rear visibility area, interior mirror

The mirror must have internal scale to be able to inscribe a rectangle with a height of 4
cm and width (measured in cm) given by:

where r is the mean radius of curvature of the mirror, measured in millimeters. It is
made from the minimum radius of curvature () and maximum () measured at the center
of the mirror.

The rearview mirror should be completely above the point V1 and at a minimum
distance of 350 mm from it in longitudinal direction.

Figure: Internal mirror
r
cm a
1000
1
1
15
+
=
1200
2
max min
>
+
=
r r
r
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The mirror we considered has dimensions 16 x 5 cm as shown in figure above, and its
positioning is performed in this way.

Plane view
The mirror was placed following the specifications described above.
we obtained the two lines that define the viewing angle through the rear window by
construction, and these two lines define a zone of vision symmetrical to the centerline
of the vehicle.
Then we obtained the orientation of the mirror that can satisfy this condition, by reverse
construction.
We have also verified that 65 meters from the eye point, the amplitude of the visual
field is greater than 20 meters.


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Lateral view
The top line of the field of vision was set horizontal to the roadway. From this we
obtained the orientation of the mirror in side view. Finally you get the bottom line of the
visual field.
We consider the intersection between the bottom line of the visual field and the line of
the road.
The distance between the intersection point and the eye should be less than 20 meters
We can see that the shape and size of vehicle allow good visibility, which translates into
a positive feeling of the driving experience.
Good visibility is a prerequisite for a vehicle primarily used for urban missions.



5.2.2 Exterior mirrors
With reference to figure blow, the driver must be able to view the following
rectangles on the ground, extending to infinite:
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- To the left, 2.5 m wide, starting from 10 m from the eye points;
- To the right, 4 m wide, starting from 20 m from the eye points.

Figure: Rear visibility area, exteriors mirrors

The size of the reflecting part must be enough to inscribe a rectangle with a height of 4
cm and width (measured in cm) given by:

where r is the mean radius of curvature of the mirror, measured in millimeters.
Additionally, it must be possible to inscribe a 7 cm vertical segment (figure below)

Figure: Exterior mirror

In a plan view: the segment that connects the centroid of the reflective part to
the center of segment OS OD should be at less than 55 deg relative to the longitudinal
r
cm a
1000
1
1
13
+
=
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direction x. Being the lower part of the outside mirror enclosure at less than 2 m from
the ground, it should not increase the width of the vehicle of more than 20 cm. The
width is measured not taking into account local features such as handles or other small
elements on the body surface.
To verify the visibility of external mirrors, we have defined a rectangle that will be
inscribed in the mirror.
For both mirrors we started with the plan view.
- Plan view
1. we set a distance from the side to satisfy the constraint on the maximum
projection of the mirror (20 cm);
2. starting from eye point, build the field of view by requiring that one of the two
lines that define this field is parallel to x;
3. choose a location x of the mirror that meets the specification of 2.5 m wide,
starting from 10 m from the eye points; in retrospect, it was verified that the
lines of the visual field, as required by law, form an angle less than 55 degrees
with the x-axis;



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- Lateral view
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1. Decide mirror height; we decided to place the mirror at high ground clearance in
order to have easy handling.
2. Build the field of view by requiring that it is bounded above by a horizontal line.
like the previous test, we checked that the other line delimiting the field of view
intersects the ground before 10 m left, and 20 m right.
3. To meet the specification, we imposed a convexity of 6 m in the z-x plane.







6. Frame design and verification
The frame is one of the most important parts of a vehicle. Its construction is related
to the safety, visibility and last but not least the comfort. In this chapter we will show
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the structure of our car and the stiffness verification under torsion and bending load.
And the one more check is related to the shift of the lock during maximum force
applied to guarantee the door can be opened without difficulty under sever
situation.
Our frame is composed by circular tubes with regular shape. This is mainly due to
two reasons:
Tube structure has good stiffness under bending and torsion moment with respect to
other options that with the same weight. Most of the manufacturers choose a similar
kind of method to realize the vehicles. The second one is that this is easy to simulate
in computer aided tools, which gives the benefits for fast evaluation.
6.1.Description
During the design of this vehicle, there are several considerations to take in to
account. First, there should be enough space for the wheel, which means the wheel
arch space, for the passengers and driver, luggage, power train, crash boxes, batteries
and so on. Second, certain stiffness should be guarantee for safety factor. Whats
more, under the visibility point of view, there should be a proper poisoning of the
driver in the cockpit with respect to the frame to limit the blockage of sight. Also
there are lots of other aspects to consider, which wont be explained in this report.
While, it cant be denied that it is not possible at some point to satisfy all those
constraints. So some tradeoffs are made between which are the more important
ones and which is less. Among them, the issues related to safety are obviously the
first ones to guarantee, like visibility and stiffness.
The main structure is all represented by circular tubes. It is easy to simulate but with
some limitations. The stiffness of the nodes of the structure heavily influences the
responses of a model summary bar. This stiffness can be determined from
experimental measurements on similar nodes, or calculated from detailed FEM
models. The difficulty encountered in calculating the stiffness of the nodes is also
linked to the impossibility of representing parts of the car separately: in facts bars
form a continuous structure which not represents the separation of components and
the spot welding.
The final view of the frame is shown in figure

Figure 1. the body frame
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The balls shown at each corner is used to illustrate welding points.

This is the model in FEM software used for verification.

6.2.Verification
6.2.1. Torsion stiffness verification
The torsion stiffness is calculated by the formula below:

Where M
t
is the torque applied along the X axis of the body frame. This is simulated
in this case with 2 counter directional forces that have the same magnitude applied
to both the front-left suspension and the front-right one with both rear suspensions
fixed, shown in figure 2.
Figure 2.
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Then the equivalent torque is :

is the angle the frame rotate according to its axis. It can be gotten in this way:

Result:
Figure 3.

Figure 3 shows the simulation result from FEM software. The maximum displacement
here is 0.273 mm. Now we can get the torsion angle:

0.000409rad
And the torsinal stiffness:

6.2.2.Bending stiffness verification
Also the shape distortion when the body is force in the middle is another thing to
check. This is called bending.(see figure 4). The 4 suspension points are fixed in the
space.
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Figure 4.

The bending stiffness is calculated by:

Where,
F(N) is the force loaded in the middle.
X(mm) is the maximum displacement.
Result:
Figure 5

Simulation result is shown in figure 5. The maximum displacement is located around
the point at which the forces are applied.

6.2.3. Door frame deformation verification
When the car is parked on some curb or it is suffer some external load, the body will
deform in some degree. But at this time, the door is hinged on one side with the
frontal pillar and connected with the B pillar with a lock. If the deformation is large
enough, the lock will interference too much that cannot be open. This is dangerous in
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situation of car crash or the car is dipped into water. So a simulation is done in this
way: the car is loaded with a torque estimating the situation of sever condition. The
displacement of the lock is output of the simulation by FEM method. The difference
between the lock and the frame shift can be used to estimate the result. This
difference cant exceed 1mm to guarantee a successful open of the door.
In our simulation an extra component is added to estimate the door and the lock. As
shown in figure 6, the pink bar is connecting the hinge and the lock, while with the
other end free.
Figure 6.

Result:
Figure 7.

The displacement at the lock here is 0.88mm and the corresponding B pillar point is
0.08mm. so the difference is 0.8mm< 1mm.
6.3.Explanation
At first, the displacement is relatively large with respect to the value that can be
accepted. The reason for this, we think, is related to the section of the tube we use
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during the simulation and the lack of enforcement. So we added the thickness of the
tube wall, from 1mm to 2.5 mm.(figure 8.)
Figure 8.

There are also other ways, like increase the diameter of the tube, to change the
property of a single element. At the same time, we increased the number of
elements, for example, some element in the front to avoid open section, and some
triangular structure to have a better stability. In figure 9, on the left is the structure
used in the first verification and on the right is the modified one.
Figure 9.



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7. Final considerations
Vehicle mass
After determining a frame scheme, suitable to the vehicle, it is possible to perform a
final verification of the frame weight. So, it is possible to check the real vehicle mass.
In Chapter 4, it was assumed a A-standard mass of 400 kg (see paragraph 4.1)
Now, knowing the mass of the frame, the real mass of the car is determined, assuming
the weights of the elements, as shown in Table 7.1
Element [kg]
Tubolar frame 131,5
External skin 15
Glasses 24
Seats 30
Doors, front/back hood 60
Upholstering 20
Accessories 20
Wheels 32
Total 332,5
Table 7. 1 Weights
The Table is a detailed list of Frame item.
It is possible to re-calculate the load standards.

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STANDARD
ELEMENT A B C
Frame 332.5 332.5 332.5
Driver 0 75 75
Passenger 0 0 70
Motor 23 23 23
Driver 6 6 6
Batteries 33 33 33
Luggage 0 10 20
Mass 394.5 479.5 559.5
Table 7. 2 - New load standards
Front and rear stiffness were calculated in Paragraph 4.2. So, it is possible to obtain the
frequency of the system (considered a mass-spring model)
This calculation requires the suspended mass, obtained by subtracting from the total
vehicle weight the wheels weight.
Standard A B C
Suspended mass [kg] 362.5 447.5 527.5

Front and rear stiffnesses are
| | m N K
F
/ 21520 =
| | m N K
R
/ 25824 =
The natural pulsation is:
m
K
tot
n
= e
Where:
-
R F tot
K K K + =
- f
n
t e 2 =
- kg m 5 . 527 =
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So, the frequency is:
Hz f 51 . 1 =
As expected, the difference between the frequency calculated (1,51Hz) and the
frequency supposed (1,5Hz), is quite small. That because the difference between the
real mass (527,5kg) and the supposed mass (533kg) is quite small.