Modelling and Simulation Assignment

Car Suspension System

Joel Forbes-Harper
3146568
MCHA2000
Due date: 12/09/12
2
Contents
Abstract.............................................................................................................................. 3
Introduction........................................................................................................................ 3
Problem Description........................................................................................................... 3
Mathematical Modelling..................................................................................................... 3
Problem Solution................................................................................................................ 4
Results................................................................................................................................ 5
Conclusion..........................................................................................................................
Appendi!............................................................................................................................ "
MC#A2$$$ Modelling and Simulation Assignment % 3&45'
3
Abstract
The intention of this report is to document the process undertaken in an assignment on modelling a car
suspension system using computer simulation. It concerns itself primarily with the method used and the results
obtained from the assignment. The problem relates to an idealised representation of a physical car suspension
system, along with a mathematical representation for the curve of a speed hump. The main task involves using
Simulink to model the systems interactions, and determining a critical velocity below which the car does not
become airborne when going over the speed hump. !rom this, the critical velocity was found to be
appro"imately #.$%%ms
&$
Introduction
A speed hump acts deter motorists from travelling faster than prescribed speed limitations. As such, there is a
clear need for the design of speed humps to be altered depending on the desired velocity of the car' an ill
designed speed hump may allow cars to travel faster than recommended.
Problem Description
The idealised car suspension system consists of two masses, linked by a set of springs and dampers. !or the
purposes of convenience, and to e"ploit symmetry, the system takes into account only one tyre of the cars four.
!rom analysis and modelling of the system shown in !igure $, a state&space model was obtained to describe
fully the system by its energy variables. A computer simulation generated using Matlabs Simulink was used to
determine the critical velocity ()v in !igure $*, the displacements of the masses and speed bump, the
acceleration of the masses and the speed bump, and the power dissipated by the suspension system.
Mathematical Modelling
Modelling hypotheses are as follows' he upper most mass (M, or m#* idealises $+, of the cars mass, and the
lower mass (m, or m$* represents the mass of the tyre. -etween the masses of the car and tyre are a spring (c#*
and a damper (b*, which represents the shock absorbers of the car. -etween m$ and the ground is another spring
(c$* which represents the elastic behaviour of the tyre. The springs have natural lengths .$ and .#
The system has # degrees of freedom and as such is of /rder ,.
States
0
$
1y
$
0
#
1y
#
0
%
12
m$
0
,
12
m#
MC#A2$$$ Modelling and Simulation Assignment % 3&45'
!igure $ 3 2roblem diagram
4

C.C.R
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c$
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& 0
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State-space
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Problem Solution
Building the model
A Simulink model was constructed, based on the state&space e8uation. It consisted of building the e8uation of yh
from blocks, with a clock passing in the time variable. !rom this, four integrators formed the basis of the model
(one for each state*. This would form the basis of the model, along with a script that defined all relevant
variables, and served to initiate the simulation. /wing to the conditionality of the S.S.9, a switch block was
utilised for the sum of the forces of mass $. :oting that the sum of the forces on mass $ depends on whether the
system is airborne (which essentially removes mass $ and its inertia*, a switch case implemented the force on
mass $ given the condition that the 0
#
&.
$
;y
h
, and implemented the force on mass # if 0
#
&.
$
<y
h
. This is easier to
visualise by realising the sum of the forces is integrated to give inertia' if the system is airborne the inertia of
mass $ is =ust the inertia of mass #, and if the system is not airborne, mass $s inertia is determined directly.
Initial values of integrators
A criteria for success of the model re8uired that no net acceleration (and thus, displacement* was registered in
the system before hitting the speed hump. To ensure there was not initial dip due to gravity (and thus idealise the
car system to a more accurate degree* the initial conditions of the integrators that produced displacements of the
masses were set to critical values. These values were obtained by running the simulation and observing their
e8uilibrium position (i.e. the point at which they naturally rest*. This was set as the initial value of the
integrators3 for y$, the value was >.%%# and for y# it was >.,?@.
Outputs
!rom the model, most of the inputs could be obtained by manipulating variables and e"porting to the
workspace. Aisplacement of the speed bump (yh*, mass $ and mass # could be e"ported directly. To graphically
interpret the motion of the system, a variable )ybottom was introduced to simulate the actual position of the
cars bottommost point (the wheel*. The plot for the displacement of the car was calculated using a secondary
switch block, which designated that the cars displacement was e8ual to the displacement of spring one (0$&.$*,
as long as 0$Byh (i.e. m$ is above the speed bump*. In the event that the mass should dip below the value of y
h
,
then the cars displacement was =ust y
h
. The accelerations of these variable was obtained by successive
differentiation, and the power dissipated was calculated by multiplying the effort and flow variables (in this
case, the force of the damper and the relative velocity between mass $ and #*.
Simulation
The problem was then solved analytically from the simulation. /nce a suitable model was obtained, with
sensible and verifiable results being put out for test data, values of velocity could be tested. This entailed
entering arbitrary values for velocity, then observing the resultant displacement graph. If the cars displacement
was above that of the speed bumps curve, the velocity was too high and resulted in bouncing. Cventually, a
value was narrowed down graphically, by taking the highest value of velocity at which the car and bumps
MC#A2$$$ Modelling and Simulation Assignment % 3&45'
S.S.R
6!
m$
1 *!
c$
& !
c#
4 !
d
7 mg i+ ,
2
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&
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5
displacement curves overlap entirely (!igures # and % illustrate the ease at which a velocity above the critical
velocity could be observed*.
Results
D Conclusion & 9eflect on the work you have done and what you have learned in this assignment.
The critical value for velocity obtained to a reasonable degree of accuracy was $.$%%ms
&
&. As can be observed,
the cars motion e"actly follows the curve of the speed bump at and below the critical velocity in !igure #,
whereas the car becomes airborne when e"ceeding the critical velocity in !igure %.
It is intuitive that the acceleration of mass one should be as it is in figure ,, more pointed and =erky than mass #.
Mass # has a more e"tensive set of components that affect its velocity and displacement, which will result in the
smoother acceleration graph (that is, after all, the ultimate goal of the suspension systemE*
MC#A2$$$ Modelling and Simulation Assignment % 3&45'
!igure # 3 Aisplacement of the car and the speed
bump for velocities e8ual to and under the
critical velocity, #.$%%ms
&$
!igure % 3 Aisplacement of car and speed bump
for an arbitrary velocity (%.?ms
&$
* higher than the
critical velocity.
0igure 4 1 Accelerations o+ the masses and
the speed bump at the critical 2elocit,
3451 the amplitude on the graphs is
acceleration ms
%2
6

.ikewise the power dissipation graph in figure ?fits intuition3 there should be a spike in power dissipated due to
the sudden acceleration, then an damped oscillatory motion afterwards.
Au"illary graphs in figure @ were obtained for the displays of the displacement of mass$, mass# and the road
bump.
Conclusion
This assignment saw the application of various skills learned in MCFA#>>> to a physical system. :ot only has
the process of completing it instructed on the implementation of state&space e8uations to computer modelling
and simulation, it has also introduced the relevance of the sub=ect to a practical application. It served to give
scope to the course material and initiate thought into everyday systems that would have re8uired similar
engineering techni8ues in their production. Along with this, the assignment taught valuable report writing and
information organising skills. The work produced, although re8uiring a great deal of reflection, trial and error is
ultimately satisfying and surprisingly robust. This assignment submission may have been made better with an
analytical rather than graphical observation of critical velocity, but the scope of the assignment did not re8uire
such depth. /verall, the pro=ect could be considered successful in determining the critical speed of a speed
bump.
MC#A2$$$ Modelling and Simulation Assignment % 3&45'
0igure 5 1 Po7er dissipated b, the
suspension s,stem at the critical 2elocit,
!igure @ 3 Aisplacements of the system components in
meters, taken at the critical velocity
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Appendix
8he +ollo7ing is a set o+ 9gures that replicate the 9gures in the report: onl, +or a 2elocit,
higher than the critical 2elocit,: 3.5ms
%&
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MC#A2$$$ Modelling and Simulation Assignment % 3&45'
0igure " 1 Po7er dissipated b, the s,stem
abo2e the critical 2elocit, 3here: 2;3.5ms
%&
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0igure ' 1 Displacements o+ the s,stem
abo2e the critical 2elocit, 3here: 2;3.5ms
%&
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0igure < 1 Accelerations o+ the s,stem
abo2e the critical 2elocit, 3here: 2;3.5ms
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