Engineering Research Journal

Volume 53
June 1997

The Improvement of Ride Comfort of a City

Bus Which is Fabricated on a Lorry Chassis

K.A.Ahmed
M.B.A.Abdelhady
A.M.A.A.Abouelnour

Automotive Engineering Department

Faculty of Engineering
Helwan University
Mattaria, Cairo, Egypt

ABSTRACT: In this work, experimental and theoretical

investigations were carried out in order to evaluate and improve the
ride performance parameters of a city bus which is fabricated on a
lorry chassis and is referred to it throughout the text as bus (I). The
acceleration of the front and rear sprung masses of this bus were
measured when it was subjected to a standard artificial input and
compared with those measured from a reference bus which is
manufactured on a bus chassis and is referred to it throughout the
text as bus (II). The results showed that the measurements of the
body accelerations of bus (I) is significantly higher that that
obtained for bus (II). However, this result indicates the need for
extra work in order to improve the suspensions characteristics of
bus (I). Due to limitations in the available experimental facilities,
and the cost consideration, the analysis required to improve the ride
behavior of this bus is only obtained theoretically. Based on this
artificial input, the experimental results of the body acceleration of
bus (I) were compared with results obtained theoretically from the
simple quarter car model, this has been done firstly: to verify
theoretically the experimental results achieved, and secondly: to
confirm the vehicle parameters considered. Good agreement
between both results was found. In order to include the front and
rear suspension systems and to indicate the effect of the pitch
motion when the bus moves over random road surfaces, and
quarter car modeling approach is replaced by a more complicated
bounce and pitch vehicle model. Results obtained for the body
accelerations were judged against the ISO 2631 standards. It was
found that the allowable speed is limited to 55 km/h and the
corresponding exposure time is restricted to 4 hours. In order to
maintain the maximum bus speed (77.5 km/h) and to improve the
ride comfort by increasing the exposure time according to the ISO
level, various re-design possibilities were considered which replace
or add new elements to the front and rear suspension working
space and the dynamic tyre load were obtained. Conclusions and
recommendations for the new designs were made.

1. INTRODUCTION
In recent year, interest has grown in Egypt to produce an
inexpensive class of city buses, which is fabricated on lorry chassis.
For instance, the lorry chassis (Nasr 125) has been used for
fabricating 58 buses during the period 1989-1992, [1]. During the
same period, another 28 buses have been fabricated on other types
of lorry chassis. This has provided the Egyptian market with
inexpensive city buses, but at the expense of deteriorating the ride
comfort. The problem arose firstly as a result of using long lorry
chassis with load capacity of 10-15 tons without modifying the
design of the suspension systems, and secondly, the load capacity
itself is actually decreased to approximately 5 tons.

It has been stated in the literature that human reaction to vibration

in not only a function of the amplitude and frequency, but also of
the direction and character of motion. Therefore, the evaluation of
vehicle ride quality is extremely complex. The problems and results
in this field were summarized in a survey paper by Healy [2].
Human sensitivity to vibration is probably nonlinear: below certain
levels, sensitivity is low, but at higher levels small changes would be
noticeable and annoying. Much of the early work associated with
ride quality focused on the definition of perception, or discomfort
boundary. After careful review of harmonic motion available data up
to 1982, and international standard for vibration exposure, including
vehicle comfort, was adopted by the International Standards
Organization [3].

The vertical excitation from road surface roughness is the most

important factor in the design of vehicles particularly with respect to
passenger ride comfort-ability and fatigue life. The road description
and measurements were discussed by Cebon and Newland [9]. In
general, there are two ways of reducing the vibration transmitted to
the vehicles and consequently to the passengers. The first is to build
smooth roads, which is an expensive option, and the second is to
design better suspension systems.

In this paper, practical solutions for improving the ride comfort of a

city bus which is fabricated on a lorry chassis are given. Firstly, a
suitable measuring system is used to measure the body acceleration
of this bus, (bus I), when it is subjected to an artificial impulse
input. Results obtained showed that this bus has very poor ride
performance when compared with a standard reference bus which is
excited by the same input. Secondly, the experimental results of
bus (I) are compared with those obtained theoretically from a
simple quarter car model. This has been done to verify theoretically
the experimental results achieved and to conform the use of the
vehicle parameters considered. The theoretical modeling approach
was then extended by using a bounce and pitches half vehicle model
to evaluate the ride comfort parameter against the ISO 2631
standards. Using this theoretical analysis, various re-design
possibilities to the vehicle suspension system were considered.
Performance parameters in terms of the body acceleration, the
suspension working space and the dynamic tyre load were obtained.
Conclusions and recommendations for the new designs are made.
Details of the experimental and theoretical analysis are also given.

2. THE EXPERIMENTAL WORK

2.1 MEASURING SYSTEM AND TEST PROCEDURE
Figure (1) shows a schematic diagram of the measuring system
used in this work. It consists of a piezo-electric accelerometer,
which is used to sense to sense the vertical acceleration of the
sprung mass. The signal from the accelerometer is fed to a multi-
channel high speed data acquisition system type (PCL718D) through
a conditioning amplifier type (B&K 2626). Appendix (1) presents the
BASIC program which is used to drive the data acquisition system.

In order to obtain representative data, measurements were taken in

the frequency range (0.3 – 25 Hz) when each wheel was excited
individually by a standard impulse input with an amplitude of h= -
0.2 m, see Figure (2). For each wheel, the test was repeated three
times. Comparison of the repeated results indicated that the
differences in the terms of root mean square values (rms) do not
exceed ± 2%, which could be considered between the bounds of
experimental errors.
2.2 ANALYSIS OF EXPERIMENTAL RESULTS
A comparison between bus (I) and bus (II) for the body acceleration
measured above the front and rear suspension systems is made,
see Figures (3-a) and (3-b) respectively. The results were measured
when both buses were excited by the input of Figure (2-a). It is
however clear from Figure (3-a), that the body acceleration
measured above the front suspension for bus (I) is significantly
higher when compared with that measured for bus (II). In terms of
the rms value of the body acceleration, bs (I) is found to produce
twice as much of the rms value of bus (II).

Figure (3-b) which shows the body accelerations measured above

the rear suspension systems also confirms the previous finding,
where the measured acceleration for bus (I) is found to be higher
than that measured for bus (II). In terms of rms value of the body
acceleration, bus (I) is found to produce 1.3 times of the rms value
of bus (II).

The results in general, showed that bus (I) has very poor ride
performance and there is a need for extra work in order to improve
the suspension characteristics of this bus.

Figure (3-a): Comparison of the front body acceleration for bus (I) and bus (II) when they were
excited by the input indicated in Figure (2-a)

Figure (3-b): Comparison of the rear body acceleration for bus (I) and bus (II) when they were
excited by the input indicated in Figure (2-a)
3. THE THEORETICAL ANALYSIS
3.1 THE QUARTER CAR MODEL
Due to limitations of the available experimental facilities, and the
cost consideration, the analysis required to improve the ride
behavior of bus (I) is only obtained theoretically. However it is
recommended at this stage to verify the theoretical modeling
approach in comparison with the measured results and to confirm
the use of vehicle parameters considered. In section 2, the
experimental results were obtained when each wheel in each axle
was excited individually by the same input which permits to
represent the vehicle by the simple quarter car model shown in
Figure (2-b). The derivation of the full equations of this simple
model is given in Appendix (2). The time history of the front and
rear accelerations is calculated based on the same input of Figure
(2-a) and the data of Table (1).

Figures (4-a) and (4-b) compare the theoretical and experimental

results obtained for bus (I). A good agreement between results can
be seen both for those obtained for the front body acceleration,
Figure (4-a), and those obtained for the rear body acceleration,
Figure (4-b). Therefore, it could be concluded that this theoretical
modeling approach can be used to evaluate the performance
parameter of the suspension system for this type of input.
 Figure (4-a): Comparison between the theoretical and experimental front body acceleration
obtain for bus (I), when it is excited by the input of Figure (2-a)

Figure (4-b):
Comparison between the theoretical and experimental rear body acceleration obtain for bus (I),
when it is excited by the input of Figure (2-a)
 Vehicle data Bus (I) Bus (II)
Sprung mass (Half car model) 4412 kg 5362 kg
Front sprung mass (Quarter car model) 2030 kg 1787 kg
Rear sprung mass (Quarter car model) 2382 kg 3575 kg
Body pitch inertia (Half car model) 21650 kg mI 28066 kg mI
Front wheel mass 340 kg 340 kg
Rear wheel mass 550 kg 550 kg
Front spring stiffens 129800 N/m 230000 N/m
Rear spring stiffens 222950 N/m 2123000 N/m
Front damping coefficient 3000 10740
Rear damping coefficient 3000 3000
Front tyre stiffens 1027000 N/m 1027000 N/m
Rear tyre stiffens 2054000 N/m 2054000 N/m
Front tyre damping coefficient 3500 3500
Rear tyre damping coefficient 7000 7000
Body centre of gravity of front axle 2.84 m 3.564 m
Body center of gravity of rear axle 2.16 1.836
Table1: Vehicle parameters (Obtained from reference [1])

3.2 THE BALANCE AND PITCH HALF CAR MODEL

In order to include the front and rear suspension systems and to
indicate the effect of the pitch motion when the vehicle moves over
random road surfaces, the quarter car modeling approach is
replaced by a more complicated bounce and pitch half vehicle
model, figure (5).

Assuming that the half vehicle model would behave identical to the
other half when moving on the road, thus roll motion can be
eliminated and the coherence function between the two tracks is
taken equal to unity. Because the roll motion is not of great interest
during the vehicle straight running, this vehicle model was shown to
predict accurately the performance parameters of the suspension
systems, see [5], [6] and [8]. Other modes of vibration related to
engine mounts, chassis bending and torsion may lie within or close
to the frequency range of interest (0.2-15) Hz, but their inclusion
would make the problem too complicated at this stage. In this
model, the sprung mass is considered to be a rigid body as are all
unsprung masses. The derivation of the full equations is given in
Appendix (2). The vehicle data for the two buses are shown in Table
(1).

The International Standard Organization weighted power spectral

density and the corresponding rms values of body accelerations at
front, rear and at the centre of gravity of the sprung mass of bus (I)
are calculated. A typical minor road surface with a roughness
coefficient of 3 × 10 −6 and road surface exponent n=2.5, is assumed to
be traversed at speeds of 40, 55, 77.5 km/h. An example of the rms
values of the body acceleration obtained at 77.5 km/h is shown in
Table (2).

Position At the front At the body centre At the rear

of gravity
rms values of the body
1.75 1.4 2.8
acceleration (bus (I)), m/s⁵
Table 2: The rms values of the body acceleration calculated at the front, the body centre of
gravity, and the rear of the sprung mass of bus (I), Vehicle speed is 77.5 km/h.

As expected, the higher rms value of the body acceleration was

found at the rear seats of the bus. Hence, the maximum exposure
time and the allowed vehicle speed at the rear seat positions have
to be calculated. In order to do so, further analysis is required to
relate the spectral density functions obtained at the rear seat
position to the International Standard ISO 2631. The transformation
of these spectral density functions into rms values of accelerations
as a function of frequency is 3 2 times the lower [4]. Calculations of
the 1/3 octave band rms value related to the peak of each power
spectral density function of the rear acceleration are obtained at 40,
55 and 77.5 km/h. Figure (6) shows comparison between these rms
values with the reduced comfort boundaries recommended by the
International Standard ISO 2631. The following comments can be
made:
- At 77.5 km/h speed, the exposure time allowed for the rear
passengers is around 2 hours.
- The exposure time could be increased to 4 hours if the vehicle
speed is reduced to 55 km/h.
- A further increase of this time to reach 5 hours could be achieved
if the speed is limited to 40 km/h.

The results in general, confirmed the previous finding of section 3.1,

in which a modification of the design of the suspension system of
this bus is needed.

Figure (6): rms acceleration in 1/3 octave band calculated at different speed for bus (I) against
the reduced comfort boundaries recommended by ISO 2631

4. DESIGN MODIFICATION OF THE SUSPENSION SYSTEM OF

BUS (I)
In this section, different redesign possibilities necessary to maintain
the maximum vehicle speed and to bring down the discomfort level
were examined. In principle, the suspension design modification
could be done through the vehicle dampers and/or the springs. For
this bus, with the considered masses, any reduction in the spring
stiffness could cause problems in the stability and direction control
during handling manoeuvres. Hence, the possibility of modifying the
suspension design is restricted only to the vehicle dampers. Because
bus (I) has no dampers at all. Two different possibilities are
suggested as follows:

1. Using dampers only at the rear wheel stations.

2. Using dampers at both the front and rear wheel stations.

The previous possibilities were examined for three different shock

absorbers which are available in the Egyptian market. Figure (7)
shows their damping characteristics. For each design possibility, the
three different dampers used to evaluate the performance
parameters at the maximum vehicle speed, 77.5 km/h. The
characteristics of damper number (1), Figure (7) is found to be the
best performing damper, and for this reason, the following analysis
is only obtained by using its characteristics.

Figure (8) shows the rms values of the body acceleration at different
positions and at 77.5 km/h for: (a) the original design of bus (I) i.e.
without any dampers, (b) fitting two dampers at each rear wheel
stations (damper no.1 of figure 7) & (c) fitting two dampers at each
front and rear wheel stations. Table (3) summarizes the rms values
of the front and rear dynamic tyre load (FDTL & RDTL), the front
and rear suspension working space (FSWS & RSWS), front and rear
body accelerations (FBAC & RBAC).

FBAC RBAC
FDTL RDTL FSWS RSWS &x&bf &x&br
Vehicle Type
(N) (N) (cm) (cm)
m/ s 2
m / s2
Bus (I) 6049 12743 3.38 4.47 1.71 2.78
Bus (I) (Adding
5438 6112 2.74 1.34 1.26 1.357
dampers at rear axle)
Bus (I) (Adding
dampers at front and 3266 5857 0.923 1.16 1.26 1.314
rear axle)
Bus (II) 4029 12021 0.818 4.28 1.78 1.55
Table (3): The rms values of the front and rear dynamic tyre load, the front and rear
suspension working space and the front and rear body acceleration for: (a) the original design
of bus (I), (b) fitting two dampers at each rear wheel station, (c) fitting two dampers at each
front and rear wheel stations and (d) the reference bus, bus (II). Vehicle speed is 77.5 km/h.
The following comments can be made from Table (3) and Figure
(8):
1. Using dampers only at the rear axle reduces the body
acceleration at the front and rear suspension systems by 25%
respectively. Furthermore, the dynamic tyre load at the rear wheels
is reduced by 50%.
2. Using dampers at both the front and rear axles provides a slight
reduction in the body acceleration (around 5%) and a considerable
reduction in the front dynamic tyre load (around 50%) when
compared with the previous point (point No. 1)
3. When the vehicle is in its leaden static condition a typical value of
the total available working space of bus (I) would be 18 cm. Hence,
over the conditions examined hear minor road at 77.5 km/h,
rebound stop contact would not occur, since the maximum rms
value does not exceed 6 cm i.e. 1/3 of the total available space
[10]. Never the less,

Figure (7): Damping characteristics of three different chock absorbers (Obtained from reference
[1])
Figure (8): rms values of the body acceleration along the vehicle wheelbase calculated at 77.5
km/h for:
(a) The original design of bus (I)
(b) Fitting two dampers at each rear wheel station
(c) Fitting two dampers at each front and rear wheel station

the addition of dampers to bus (I) either at the rear axle, or at the
front and rear axles, reduces dramatically the rms values of the
front and rear suspension working space by 20% and 70%
repectively. Hence, with any of these modifications into the design
of the suspension system, bus (I) can move with its maximum
speed over more worst road surfaces, where the extra demand of
the suspension working space will be covered easily.

By using the first redesigning possibility which suggests adding

dampers only to the rear suspensions, the exposure time was
calculated as indicated in section 3.2. Under this condition, it was
found that the bus can move at maximum speed for up to 8 hours
according to the ISO 2631. However, this value has not changed
significantly, when dampers are employed at both the front and rear
suspensions.

5. CONCLUSIONS
In this work, experimental and theoretical investigations are carried
out in order to evaluate and improve the ride performance
parameters of a city bus which is fabricated on a lorry chassis, bus
(I). The body acceleration over the front and rear suspension
systems of this bus were measured when it was subjected to an
artificial impulse input of h = -0.2m amplitude. Results obtained
showed that this bus has very poor ride performance when
compared with a reference bus which is manufactured on a bus
chassis. The experimental results in general showed a need for
extra work in order to improve the suspension characteristic of bus
(I).

Based on this artificial input, the experimental results obtained for

this bus were compared with those obtained theoretically from the
simple quarter car model. This has been done to verify theoretically
the experimental results achieved, and to confirm the vehicle
parameters considered. Good agreement between both results was
found.

In order to include the front and rear suspension systems and to

indicate the effect of the pitch motion when the bus moves over
random road surfaces, the quarter car modeling approach is
replaced by a more complicated bounce and pitch half vehicle
model. The 1/3 octave band rms values of the body acceleration
were calculated and compared with the reduced comfort boundaries
recommended by the International Standard ISO 2631. The
comparison shows the following:

- At 77.5 km/h speed, the exposure time allowed for the rear
passengers is around 2 hours.
- The exposure time could be increased to 4 hours if the vehicle
speed is reduced to 55 km/h.
- A further increase of the time up to 5 hours could be achieved if
the speed is limited to 40 km/h.

In order to improve the ride comfort of this bus to meet the

requirements of the ISO standards, various re-design possibilities in
the suspension system were then introduced. The best design,
which uses two shock absorbers at each rear wheel stations, was
found to reduce the body acceleration at the front and rear
suspensions by 25% and 55% respectively, rms values of: the
dynamic tyre load at the rear wheels by 50% and the suspension
working space at the front and rear wheels by 20% and 70%
respectively. Over the conditions examined in this work minor road
at 77.5 km/h and within this design, the exposure time is increased
to 8 hours according to the ISO 2631. However, this value has not
changed significantly, when dampers are employed at both the front
and rear suspensions.

6. ACKNOWLEDGMENT
The authors would like to thank the General Nile Company for Auto
Repairs for providing the case study buses and the necessary
vehicle data. They would also like to thank the Automotive
Engineering Department, Faculty of Engineering, Helwan University
– Mataria for measuring facilities and calibrating devices.

7. REFERENCES
1. General Nile Company for Auto Repairs "Technical Report", 1993.
2. A. J. Healy A.j. "Digital Processing of Measured Random Vibration
Data for Automobile Ride Evaluation", ASME Publication, AMD- Vol.
24, 1977
3. International standard ISO 2631, [1974], [1978], [1978/A1],
[1982] "Guide for the evaluation of human exposure to whole-body
vibrations", International Standards Organization.
4. Wrong J.Y. "Theory of Ground Vehicles", 1978, JOHN WILY &
SONS, New York.
5. Crolla D.A., Abdelhady M.B.A. "Active suspension control;
performance comparison using control laws applied to a full vehicle
model", Vehicle system dynamics, 20 (1991), pp 107-120.
6. Chalasani, R.M. "Ride performance potential of active suspension
system – part 1: Simplified analysis based on a quarter car model".
ASME Symposium on Simulation and control of Ground Vehicle and
Transportation of System, Paper AMD Vol. 80, DSC Vol2, 1986, pp
187-204.
7. Besinger, F.H. Cebon D. and Cole D.J. "Damper Models for Heavy
Vehicle Ride Dynamics" Vehicle system dynamics, 24 (1995), pp 35-
64.
8. Cech I. "A Pitch-Plane Model of a Vehicle with Controlled
Suspension", Vehicle system dynamics, 23 (1994), pp 133-148
9. Cebon D. and Newland D.E. "The artificial Generation of Road
Surface topography by the inverse FFT method" Proc. 8th IAVSD
Symposium, Cambridge, England, MA, 1983, pp 24-42.
10. Sharp, R. S. and Pilbeam, C. "on the ride comfort benefits
available from road preview with slow- active car suspension"
proceeding of the 13th IAVSD Symposium, Chengdu, Sichuan, China,
Vol.23, 1993.
 APPENDIX (1)

150 ' ************************************************************

160 '* Program: EXP.BAS
170 '* this program uses the PCL-718 driver FUNC 0, 1, 6, 8, 9
180 '* 17 and 19 to perform analog trigger level waiting and N A/D *
190 '* conversions with D.M.A. data transfer
200 ' ************************************************************
210 '
220 SCREEN 0,0,0:WIDTH 80:CLS:KEY OFF
230 '
240 '******** STEP 1: LOAD PCL718.BIN DRIVER ************************
250 '
260 CLEAR, 49152!
270 DEF SEG = 0
280 SG = 256 * PEEK(&H511) + PEEK(&H510)
290 SG = SG + 49152!/16
300 DEF SEG = SG
310 BLOAD "PCL718.BIN", 0
320 '
330 '******** STEP 2: INITIALIZE DRIVER USING FUNC 0 *****************
340 '
341 OPEN "o",1,"N1.DAT"
350 DIM DAT%(4)
360 PORT%=&H300 'SET I/O PORT ADDRESS
370 DAT%(0)=PORT% 'GET I/O PORT ADDRESS
380 DAT%(1) = 2 'SELECT INTEREUPT LEVEL 2
390 DAT%(2) = 3 'SELECTE D.M.A. IRQ3
400 PCL718 = 0 'DRIVER SEGMENT OFFSET, DON'T CHANGE
410 ER% = 0 'ERROR RETURN CODE
420 FUN% = 0 'FUNCTION 0
430 CALL PCL718 (FUN%, DAT%(0), ER%)
440 IF ER%<>0 THEN PRINT "DRIVER INITIALIZATION FAILED";ER%:STOP
450 '
460 '******* STEP 3: SET SCAN CHANNEL RANGE USING FUNC 1 ***
470 '
480 INPUT "ENTER START CHANNEL NUMBER <S/E—0…15><DIFF.—0…7>:START%
490 INPUT "ENTER STOP CHANNEL NUMBER <S/E—0… 15><DIFF.-0… 7>:",STP%
500 PRINT
510 DAT%(0)=START% 'SET START CHANNEL NUMBER
520 DAT%(1)=STP% 'SET STOP CHANNEL NUMBER
530 FUN% = 1
540 CALL PCL718 ( FUN%, DAT%(0), ER%)
550 IF ER%<>0 THEN PRINT "SET SCAN CHANNEL FAILED! RE-ENTER":STOP
560 '
570 '******* STEP 4: SET PACER TRIGGER USNG FUNC 17 *********
580 '
590 'SET SW1 ON 1MHZ POSITION
600 'SET PACER=100 HZ (1MHZ DIVIDED BY 10000 <DAT%(0)*DAT%(1)>) 610
'DAT%(0)=100 'COUNTER 2 DIVISOR
611 INPUT "(ENTER COUNTER 2 DIVISOR >2)…. ",DAT%(0)
612 INPUT "(ENTER COUNTER 1 DIVISOR >2)…. ",DAT%(1)
620 'DAT%(1) = 100 'COUNTER 1 DIVISOR
630 FUN% = 17 'FUNCTION 17
640 CALL PCL718 (FUN%, DAT%(0), ER%)
650 IF ER%<>0 THEN PRINT "SET PACER TRIGGER FAILED!":STOP
660 '
670 '******* STEP 5: PERFORM ANALOG TRIGGER LEVEL WAITING USING FUNC 19 **
680 '
690 ST% = INP(PORT% + 8)
700 IF(ST% AND &H40)=&H40 THEN BIP%=0 ELSE BIP%=1 '1=BIP
710 FUN% = 19
720 DAT%(0) THEN INPUT "ENTER TRIGGER LEVEL (0/ 4095): ",DAT%(1) ELSE INPUT
"ENTER TRIGGER LEVEL(-2048/+2047): ",DAT%(1)
740 INPUT "ENTER TRIGGER SLOPE (+/-): ",a$
750 IF A$="+" THEN DAT%(2)=0:GOTO 780
760 IF A$="-" THEN DAT%(2)=1:GOTO 780
770 PRINT"[;A$;"]FAIL! ":GOTO 670
780 CALL PCL718 (FUN%, DAT%(0), ER%)
790 IF ER%<>0 THEN PRINT"ERFORM FUNCTION 19 FAILED!":STOP
800 '
810 '******* STEP 6: PERFORM N A/D CONVERSIONS AND D.M.A. **
820 '******* TRANSFER USING FUNC 6 **************
830 '
831 INPUT "ENTER THE NUMBER OF CONVERSIONS ….. ",DAT%(0)
840 DAT%(0) = 3000 'NUMBER OF CONVERSIONS
850 DAT%(1) = &H5000 'MEMORY SEGMENT TO HOLD A/D DATA
860 DAT%(2) = 1 'PACER TRIGGER
870 DAT%(3) = 0 'NON-RECYCLE SCANNING
880 FUN%=20 'FUNCTION 20
890 CALL PCL718 (FUN%,DAT%(0), ER%)
900 IF ER%<>0 THEN PRINT"PERFORM FUNCTION 6 FAILED!":STOP
910 N = DAT%(0)
920 '
930 '******* STEP 7: CHECK CONVERSION STATUS USING FUNC 8 *
940 '
950 PRINT"CHECK A/D STATUS (Y/N)?";
960 A$INKEY$: IF A$="" GOTO 960
970 PRINT A$
980 IF A$ = "Y" OR A$ = "y" THEN GOTO 990 ELSE GOTO 1070
990 FUN% = 8
1000 CALL PCL718 (FUN%, DAT%(0), ER%)
1010 PRINT"OPERATION MODE =";DAT%(0)
1020 PRINT"STATUS =";DAT%(1)
1030 PRINT"CURRENT CONVERSION# = ";DAT%(2)
1040 PRINT
1050 GOTO 950
1060 '
1070 '******* STEP 8: TRANSFER DATA TO ARRAY USING FUNC 9 *
1080 '
1090 DIM Y%(N),YY%(N),CH%(N) 'DEFINE INTEGER ARRAYS
1100 DAT%(0)=N 'NUMBER OF DATA TO BE MOVED 1110 DAT%(1) = &H5000
'SOURCE MEMORY SEGMENT
1120 DAT%(2) = 0 'STARTING DATA NUMBER
1130 DAT%(3) = VARPTR(YY%(0)) 'GET DATA ARRAY
1140 DAT%(4) = VARPTR(CH%(0)) 'GET CHANNEL ARRAY
1150 FUN% = 9 'FUNCTION 9
1160 CALL PCL718 (FUN%, DAT%(0), ER%)
1170 IF ER%<>0 THEN PRINT "PERFORM FUNCTION 9 FAILED!":STOP
1172 FOR I=0 TO N
1174 WRITE #1,I,CH%(I),YY%(I)
1175 IF CH%(I)=STP% THEN WRITE#1,
1176 NEXT I
1177 '
1180 '
1190 '******** STEP 9: PLOT A/D DATA FROM ARRAY *********
1200 '
1201 INPUT "ENTER SCALE = No. OF CONV. / 600 ,IT SHOULD BE INTEGER ….",LL
1210 SCREEN 2
1220 LINE (30,0)-(30,184)
1230 IF BIP%=0 THEN LINE (26,180)-(3000,180)
1240 IF BIP%=1 THEN LINE (26,90)-(3000,90)
1241 X%=0
1250 FOR M = 1 TO N-1 STEP LL
1251 X%=X%+1
1252 L=0+LL*M
1253 Y%(X%)=YY%(M)
1260 IF BIP%=0 THEN LINE (30+X%-1,180 – 180*Y%(X%-1)/4096)-
(30+X%,180*Y%(X%)/4096) 'PLOT FOR UNIPOLAR (-2048 TO +2047)
1280 NEXT M
1281 '******** DISABLE INTERRUPT ACTIVITY USING FUNC 7 ********
1282 FUN% = 7
1283 CALL PCL718 (FUN%,DAT%(0),ER%)
1284 IF ER%<>0 THEN "PERFORM FUNCTION 7 FAILED, ER =";ER%
1290 END
 APPENDIX (2)

With reference to figure 2, the equations of motion of the quarter car model may be written on
the following form:

M b O   &x&b   C − C   x& b   K − K   xb   O  O

O + + =   x& o +   xo
 M w   &x&w  − C C + C t   x& w  − K
     
K + K t   x w  C t  K t 

With reference to figure 5, the equations of motion of the bounce and pitch half vehicle model
may be written on the following form:

M b 0 0 0   &z&b 
 0 I 0 0   θ&& 
 p
+
 0 0 M wf 0   &x&wf 
  
 0 0 0 M wr   &x&wr 
 C f + Cr − AC f + BC r −Cf − C r   z&b 
− AC + BC A 2 C + B 2 C AC F − BC r   θ& 
 f r f r
+
 −Cf AC f C f + C tf 0   x& wf 
  
 − Cr − BC r 0 C r + C tr   x& wr 
 K f + Kr − AK f + BK r −Kf − K r   zb 
− AK + BK A K f + B Kr
2 2
AK F − BK r   θ 
 f r
=
 −Kf AK f K f + Kt 0   x wf 
  
 − Kr − BK r 0 K r + K t   x wr 
0 0  0 0 
 0 0  x&  
   0 f  +  0 0   x0 f 
ctf 0   x& 0 r   K tf 0   x0 r 
   
 0 ctr   0 K tr 

Due to non-linear elements of the damping coefficients, the previous non-linear equations are
transformed into a first order form, and are solved in the time domain. The outputs of interest
are then processed into the frequency domain to give the power spectral density functions and
their corresponding rms values.
 NONENCLAURE

Symbol Description

A horizontal distance from body centre to front wheels, m

B horizontal distance from body centre to rear wheels, m
C damping coefficient, kN.s/m
C f , Cr front and rear damping coefficients, kN.s/m
Ct tyre damping coefficient, kN.s/m
C (tf ) , C (tr ) front and rear tyre damping coefficient, kN.s/m
Ip pitch moment on inertia, kg m⁵
K stiffness coefficient of the suspension system, kN/m
K f , Kr front and rear stiffness coefficients of the suspension system, kN/m
Kt tyre spring stiffness, kN/m
K tf , K tr front and rear type spring stiffness coefficients, kN/m
Mb sprung mass, kg
Mw wheel mass, kg
M bf , M br front and rear sprung masses, kg
M wf , M wr front and rear unsprung masses, kg
xb , x w vertical displacement of the body mass and the wheel mass
x wf , x wr vertical displacement of the front and rear unsprung masses
xo road input displacement
xof , xor front and rear road input displacements
zb vertical motion of the sprung mass at c.g.
θ pitch angle
rms root mean square
FSWS, RSWS rms front and rear suspension working spaces, cm
FDTL rms front dynamic tyre load, N
RDTL rms rear dynamic tyre load, N
FBAC rms front body acceleration, m/s⁵
RBAC rms rear body acceleration, m/s⁵