MAE 315 DYNAMICS OF MACHINES 1

Automobile Suspension Design

Ian Arlen, Paul Guénette, & Ariel Levy

Abstract—Vibration control is crucially important in ensuring a trial and error process, we settled on our final values for
a smooth ride for vehicle passengers. This study sought to design spring and damping constants, and settled on a center of mass
a suspension system for a car such that its mode of vibration slightly to the rear of the center.
would be predominantly bouncing at lower speeds, and primarily
pitching at higher speeds. Our study used analytical and numer- The second phase of our research involved testing our
ical methods to choose appropriate springs and dampers for the vehicle traveling through conditions simulating broken terrain.
front and rear suspension. After an initial miscalculation, we We sought to determine the maximum bouncing and pitching
succeeded in arriving at appropriate shocks for the vehicle with displacements experienced by the car. We determined that
the desired modes of vibration at the specified frequencies. what we were concerned with was the steady state response
We then assessed the maximum bouncing and pitching that
the vehicle would experience under a specific set of conditions: of the vehicle, since the long term vibrations as the vehicle
travel at 40 km/hr over broken, rough terrain. Our testing showed is in motion are what we are trying most to limit. Our steady
moderate success in our suspension design. We successfully state response was developed from many small calculations,
damped the force being transmitted to both the front and rear but ultimately allowed us to describe the car’s response to
quarter car somewhat, while ensuring that the modes of vibration harmonic forcing.
fell into the desired shapes at the desired frequency ranges.

I. I NTRODUCTION

T HE suspension system of a car heavily affects the stability

of the ride, and the comfort of the driver and passengers.
Minimizing impact to cargo is often a concern as well. Not
only the magnitude, but the mode of vibration experienced
must be considered. For a comfortable ride, it is generally
desired to have the bounce motion occur at lower frequencies,
and the pitching motion occur at higher frequencies for better Fig. 1. Diagram of half-car.
handling and control. Of course, the magnitude of these
vibrations should be minimized overall to the greatest extent
possible. We used a half-car model for our analysis. The fixed II. A NALYSIS
parameters of the half-car model are given as follows:
We began our analysis by drawing a free-body diagram for
TABLE I the entire half-car. This yielded two equations of motion in
S IMULATION PARAMETERS terms of x and θ.
Half-car mass m = 1000 kg
Moment of Inertia about CoM J0 = 240 kg/m2 mẍ = −k1 (x − l1 θ) − k2 (x + l2 θ) − c1 (ẋ − l1 θ̇) − c2 (ẋ − l2 θ̇)
Wheel Base ltotal = 2m
J0 θ̈ = k1 l1 (x−l1 θ)−k2 l2 (x+l2 θ)+c1 l1 (ẋ−l1 θ̇)−c2 l2 (ẋ−l2 θ̇)

Further design parameters specify that the vibration of the

TABLE II
vehicle be primarily bouncing for frequencies between 1.4 Hz D EFINITIONS OF VARIABLES
and 2.4 Hz (8.8 to 15.1 rad/sec), and predominantly pitching
Distance from rear, front axles to CoM l1 , l2
at frequencies from 2.5 to 3.3 Hz (15.7 to 21. rad/sec). The Spring constant for rear, front axles k1 , k2
damping ratio ξi for each quarter car had to fall in the range Damping constant for rear, front axles c1 , c2
of .4 to .6. The placement of the center of mass was left to Damping ratio, for rear, front axles ξi = bi /2mi wni
our discretion. Over the course of our analysis we ended up
using different damping ratios for the front and the rear. We Using the following relations,
also had to change the location of our center of mass from its
initial position. x = X̄est and θ = Θ̄est
Our dynamic analysis of the problem yielded two equations ẋ = sX̄est and θ̇ = sΘ̄est
of motion, from which we created a matrix equation. Algebraic ẍ = s2 X̄est and θ̈ = s2 Θ̄est
manipulation of the matrix equation allowed us to derive
we were able to put together a matrix expression for X̄ and
equations for the amplitudes of bouncing and pitching motion.
Θ̄ in terms of the complex variable s = σ + jω.
We assumed front and rear damping ratios, and an arbitrary   
center of mass. Our numerical modeling showed us that our A B X̄
= ~0
initially chosen values would not be appropriate, and through C D Θ̄
MAE 315 DYNAMICS OF MACHINES 2

where

A = ms2 + (c1 + c2 )s + (k1 + k2 )

B = (cc l2 − c1 l1 )s + (k2 l2 − k1 l1 )
C = (c2 l2 − c1 l1 )s + (k2 − k1 )
D = J0 s2 + (c1 l12 + c2 l22 )s + (k1 l12 + k2 l22 )

At this point, we now had an expression to evaluate the

bouncing and pitching modes of vibration, ( X̄ Θ̄
). Using the as-
sumption the real component of s is negligible, i.e. s = jω, we
used C++ code to iterate through the full range of frequencies
with which we were concerned, from 8.8 to 21 radians/sec.
This necessitated that we choose an arbitrary damping ratio
for the front and rear that we chose to set at ξ1 = ξ2 = .4.
At this point we assumed that the real component of s was
negligible. That is to say, we assumed s = jω. Fig. 2. Modes of vibration across the frequency spectrum
Initially, we set the center of mass at .8 meters from the front
axle arbitrarily. Using C++ code, we solved for spring and
damper values for the front and rear that exhibited appropriate where
p
bouncing and pitching behavior at the desired frequencies. Us- 1 + (2ξi ri )2 ω
ing MATLAB, however, we returned to our earlier calculations [T R]i = ( p and ri =
(1 + ri2 )2 + (2ξi ri )2 ωni
and solved for the roots of the determinant of the impedance
matrix, four values of s, in two complex conjugate pairs. We and Y0 is the amplitude of the harmonic displacement. In
discovered that due to our earlier assumption, s = jω, one pair a single degree of freedom system, the i subscripts are not
of complex conjugate roots was outside our desired frequency necessary of course, as there is only one damping ratio, natural
range. We then adjusted our inputs to the C++ code, and frequency, etc. Having a system with two degrees of freedom
using a trial and error process ultimately changed the damping gives us two steady state solutions in terms of x(t) and θ(t),
ratio of the front axle to ξ2 = .5 and set the center of mass each somewhat more complicated than the equation above. The
1.2 meters from the front. This yielded spring and damping phase shift of π occurs in the second term of each equation
constants which met our design specifications. as a result of the length of the wheel base being 2 meters to
the 4 meter period of the road surface.
TABLE III xss = Y0 ([T R]2 sin(ωt+φ1 +α1 )+[T R]1 sin(ωt+π+φ2 +α2 ))
F INAL CHOSEN PHYSICAL CONSTANTS
Front spring constant k2 = 250.0 kN/m −[T R]2 [T R]1
Front damping constant c2 = 10 kN · s/m θss = Y0 ( sin(ωt+φ1 +α1 )+ sin(ωt+π+φ2 +α2 ))
l2 l1
Rear spring constant k1 = 464.64 kN/m
Rear damping constant c1 = 4.224 kN · s/m We used a few standard formulas to find values for
Location of center of mass 1.2 meters from front of car (l2 = 1.2 m) φ1 , φ2 , α1 , α2 , ωn1 , and ωn2
r
−2ξi ri ki
φi = tan−1 ( ), αi = tan−1
(−2ξ r
i i ), ωni =
Using these constants with the C++ code developed earlier, 1 − r12 mi
we were able to develop a data set describing the vibrational
modes over the frequency spectrum of interest. We exported TABLE IV
this code to an Excel spreadsheet, included in the appendix, C ALCULATED VALUES
from which we produced the graph shown in Fig. 2. r1 .6981
r2 1.983
The second part of our analysis involved testing the vehicle [TR]1 .7894
to determine the maximum amplitude of the bouncing and [TR]2 .7423
pitching experienced by the car traveling at a speed of ~v = 40 φ1 −.9374 rad
km/hr over rugged terrain. This terrain was modeled by a φ2 3.637 rad
α1 −.6094 rad
harmonic displacement of amplitude .1 meters, over a period α2 −1.008 rad
of 4 meters. For these calculations we assumed a steady ωn1 25.00 rad/s
state response. This seemed reasonable, since we were mostly ωn2 8.80 rad/s
concerned with the ongoing vibrations, and not momentary
perturbations. The steady state response for a two degree of Using the information above, we were able to plot the
freedom system grows out of the ss solution for a single degree resultant functions in MATLAB and calculate the maximum
of freedom system, bouncing and pitching motions in Fig. 3. Our maximum
bounce displacement is .0758 meters, or 7.58 cm. The maxi-
xss = Y0 [T R]sin(ωt + φ) mum angular displacement is .1407 radians, or about 8.1◦ .
MAE 315 DYNAMICS OF MACHINES 3

Fig. 3. Bouncing and pitching motion as a function of time

III. C ONCLUSION
The spring and damping constants we arrived at, while
large, seem reasonable for a 2000 kilogram vehicle. We
were pleased with our efforts to constrain the vibrational
motion to the correct modes at the desired frequencies. Given
more time to refine our input parameters, we would seek
to improve our result by increasing the slope of our curve
to achieve even higher mode vibrations(more predominantly
bouncing) at the low end of the frequency range, and smaller
mode vibrations(more predominantly pitching) at the higher
frequencies. Overall, our max bounce mode of X̄ Θ̄
= 2.02 and
our max pitching mode of X̄ Θ̄
= .59 seem like reasonable
results.
While we are not completely thrilled by our car’s perfor-
mance under road conditions, the fact that both transmission
ratios are less than zero indicates that our efforts have not
been in vain. The maximum pitching motion of 8.1◦ seems
acceptable for a vehicle traveling over such rough terrain.
We were somewhat disappointed with the maximum bounce
of 7.58 cm. It seems like we should have been able to
reduce the transmitted force more than we succeeded in doing.
Despite this, we were otherwise satisfied with our efforts at
constraining the vibrational modes to the desired frequency
ranges. The vehicle as we designed it seems like a heavily
loaded truck, probably for military or industrial use, in light
of the rough terrain that we tested it over, and the location of
the center of mass behind the geometric center of the truck.
MAE 315 DYNAMICS OF MACHINES 4

IV. A PPENDIX A
C++ Code
/∗
∗ File : v i b p r o j . cpp
∗ Author : Paul
∗
∗ C r e a t e d on November 1 2 , 2 0 1 5 , 1 1 : 1 5 AM
∗/

# include <c s t d l i b >

# include < s t d i o . h>
# include < s t r i n g . h>
# include <math . h>

u s i n g namespace s t d ;

/∗
∗
∗/
i n t main ( i n t a r g c , c h a r ∗∗ a r g v ) {

double totalMass = 1000.0;

double xiFront = 0.5;
double xiRear = 0 . 4 ;
double length = 2.0;
double frontRatio = .4;

double mFront = t o t a l M a s s ∗ f r o n t R a t i o ;
double lFront = length − ( frontRatio ∗ length );
double wnFront = 8 . 8 ;
double k F r o n t = w n F r o n t ∗ w n F r o n t ∗ mFront ;
double c F r o n t = 2 ∗ x i F r o n t ∗ w n F r o n t ∗ mFront ;

double mRear = t o t a l M a s s ∗ ( 1 − f r o n t R a t i o ) ;
double wnRear = 8 . 8 ;
double k R e a r = wnRear ∗ wnRear ∗mRear ;
double c R e a r = 2 ∗ x i R e a r ∗ wnRear ∗mRear ;
double lRear = length − lFront ;

double J0 = 2 4 0 . 0 ;
d o u b l e wMode = 8 . 8 0 ;

d o u b l e modeMag = 0 ;
d o u b l e max = 0 ;
d o u b l e min = 1 ;

double step = . 0 5 ;

// p r i n t f ( ” % 0 . 2 f , %0.2 f , %0.2 f , %0.2 f , %0.2 f \n ” , mFront , l F r o n t , wnFront , k F r o n t , c F r o n t ) ;

w h i l e ( wMode < 2 1 ) {
w h i l e ( wnRear < 2 0 ) {
wnFront = 8 . 8 0 ;
k F r o n t = w n F r o n t ∗ w n F r o n t ∗ mFront ;
c F r o n t = 2 ∗ x i F r o n t ∗ w n F r o n t ∗ mFront ;

k R e a r = wnRear ∗ wnRear ∗mRear ;

c R e a r = 2 ∗ x i R e a r ∗ wnRear ∗mRear ;

w h i l e ( w n F r o n t <= 2 5 . 0 5 ) {

double A = ( c R e a r ∗ l R e a r − c F r o n t ∗ l F r o n t ) ∗ wMode ;
double B = kRear ∗ l R e a r − k F r o n t ∗ l F r o n t ;
double E = wMode ∗ wMode ∗ t o t a l M a s s ;
double F = wMode ∗ ( c R e a r + c F r o n t ) ;

modeMag = s q r t (A ∗ A + B ∗ B) / s q r t (E ∗ E + F ∗ F ) ;
i f ( modeMag > max ) {
// p r i n t f ( ” wMode : %0.2 f \n ” , wMode ) ;
// p r i n t f (” Front : Wn: %0.3 f \ t c : %0.3 f \ t k : %0.3 f \n ” , wnFront , c F r o n t , k F r o n t ) ;
// p r i n t f ( ” Rear : Wn: %0.3 f \ t c : %0.3 f \ t k : %0.3 f \n ” , wnRear , cRear , k R e a r ) ;
// p r i n t f ( ” maxMag = %0.3 f \n ” , max ) ;
max = modeMag ;
}
MAE 315 DYNAMICS OF MACHINES 5

i f ( modeMag < min ) {

// p r i n t f ( ” wMode : %0.2 f \n ” , wMode ) ;
// p r i n t f ( ” F r o n t : Wn: %0.3 f \ t c : %0.3 f \ t k : %0.3 f \n ” , wnFront , c F r o n t , k F r o n t ) ;
// p r i n t f ( ” R e a r : Wn: %0.3 f \ t c : %0.3 f \ t k : %0.3 f \n ” , wnRear , cRear , k R e a r ) ;
// p r i n t f ( ” minMag = %0.3 f \n ” , min ) ;
min = modeMag ;
}
i f ( w n F r o n t >= 2 4 . 9 6 && wnRear <= 8 . 8 1 ) {
p r i n t f ( ” % 0 . 2 f , % 0 . 2 f ” , wMode , modeMag ) ;
p r i n t f ( ” , % 0 . 2 f , % 0 . 2 f , % 0 . 2 f , % 0 . 2 f \n ” , k F r o n t , c F r o n t , kRear , c R e a r ) ;
}
w n F r o n t += s t e p ;
k F r o n t = w n F r o n t ∗ w n F r o n t ∗ mFront ;
c F r o n t = 2 ∗ x i F r o n t ∗ w n F r o n t ∗ mFront ;
}
wnRear += s t e p ;
}

wMode += s t e p ;
wnFront = 8 . 8 0 ;
k F r o n t = w n F r o n t ∗ w n F r o n t ∗ mFront ;
c F r o n t = 2 ∗ x i F r o n t ∗ w n F r o n t ∗ mFront ;

wnRear = 8 . 8 0 ;
k R e a r = wnRear ∗ wnRear ∗mRear ;
c R e a r = 2 ∗ x i R e a r ∗ wnRear ∗mRear ;
}
p r i n t f ( ” ================================ ” ) ;

return 0;
}

V. A PPENDIX B
MATLAB Code
% Part 1
syms m s c1 c2 k1 k2 J l 1 l 2 t ;
clc

m =1000;
l1 = 1.2;
l2 = . 8 ;
J = 240;
c1 = 1 0 0 0 0 ;
k1 = 2 5 0 0 0 0 . 0 ;
k2 = 4 6 4 6 4 ;
c2 = 4 2 2 4 ;

%s = −37.884 + 1 8 . 6 2 7 5 ∗ 1 i ;

A = m. ∗ s . ˆ 2 + ( c1 + c2 ) . ∗ s + ( k1+k2 ) ;
B = ( c2 . ∗ l 2−c1 . ∗ l 1 ) . ∗ s + ( k2 . ∗ l 2 − k1 . ∗ l 1 ) ;
C = ( c2 . ∗ l 2−c1 . ∗ l 1 ) . ∗ s + ( k2 . ∗ l 2 − k1 . ∗ l 1 ) ;
D = J . ∗ s . ˆ 2 + ( c1 . ∗ l 1 ˆ 2 + c2 . ∗ l 2 . ˆ 2 ) . ∗ s + ( k1 . ∗ l 1 . ˆ 2 + k2 . ∗ l 2 . ˆ 2 ) ;

M = [A B ; C D ] ;
%w = 1 7 . 4 5 3 3 ;
%F = [ − . 1 . ∗ k1 . ∗ s i n (w. ∗ t ) − . 1 . ∗ k2 . ∗ c o s (w. ∗ t ) ; . 1 . ∗ k1 . ∗ s i n (w. ∗ t ) − . 1 . ∗ k2 . ∗ c o s (w. ∗ t ) ] ;

%i n v (M) ∗ F

D = d e t (M) ;
P = sym2poly ( d e t (M) ) ;
r = roots (P)

A = m. ∗ r . ˆ 2 + ( c1 + c2 ) . ∗ r + ( k1+k2 ) ;
B = ( c2 . ∗ l 2−c1 . ∗ l 1 ) . ∗ r + ( k2 . ∗ l 2 − k1 . ∗ l 1 ) ;
mag = a b s (−B / A)
%%
% Part 2
t = 0: .01: 1;
w = 17.4533;
MAE 315 DYNAMICS OF MACHINES 6

x = . 0 7 4 2 3 . ∗ s i n (w. ∗ t − 1 . 5 4 7 ) + . 0 7 8 9 4 . ∗ s i n (w. ∗ t − 3 . 6 5 4 ) ;
t h e t a = −.06186.∗ s i n (w. ∗ t − 1 . 5 4 7 ) + . 0 9 8 6 8 . ∗ s i n (w. ∗ t − 3 . 6 5 4 ) ;
xmax = max ( x )
t h e t a m a x = max ( t h e t a )
h o l d on
x l a b e l ( ’ Time ( s ) ’ )
plot ( t ,x , ’b ’)
p l o t ( t , t h e t a , ’ r ’ ) , l e g e n d ( ’ x ( t ) i n m e t e r s ’ , ’\ t h e t a ( t ) i n r a d i a n s ’ )

VI. A PPENDIX C
Specific Frequency Data

mode mag kFront cFront kRear cRear

8.8 2.02 249001 7984 46464 4224
8.85 2 249001 7984 46464 4224
8.9 1.99 249001 7984 46464 4224
8.95 1.97 249001 7984 46464 4224
9 1.96 249001 7984 46464 4224
9.05 1.95 249001 7984 46464 4224
9.1 1.93 249001 7984 46464 4224
9.15 1.92 249001 7984 46464 4224
9.2 1.9 249001 7984 46464 4224
9.25 1.89 249001 7984 46464 4224
9.3 1.88 249001 7984 46464 4224
9.35 1.86 249001 7984 46464 4224
9.4 1.85 249001 7984 46464 4224
9.45 1.84 249001 7984 46464 4224
9.5 1.82 249001 7984 46464 4224
9.55 1.81 249001 7984 46464 4224
9.6 1.8 249001 7984 46464 4224
9.65 1.79 249001 7984 46464 4224
9.7 1.77 249001 7984 46464 4224
9.75 1.76 249001 7984 46464 4224
9.8 1.75 249001 7984 46464 4224
9.85 1.74 249001 7984 46464 4224
9.9 1.73 249001 7984 46464 4224
9.95 1.72 249001 7984 46464 4224
10 1.7 249001 7984 46464 4224
10.05 1.69 249001 7984 46464 4224
10.1 1.68 249001 7984 46464 4224
10.15 1.67 249001 7984 46464 4224
10.2 1.66 249001 7984 46464 4224
10.25 1.65 249001 7984 46464 4224
10.3 1.64 249001 7984 46464 4224
10.35 1.63 249001 7984 46464 4224
10.4 1.62 249001 7984 46464 4224
10.45 1.61 249001 7984 46464 4224
10.5 1.59 249001 7984 46464 4224
10.55 1.58 249001 7984 46464 4224
10.6 1.57 249001 7984 46464 4224
10.65 1.56 249001 7984 46464 4224
10.7 1.55 249001 7984 46464 4224
10.75 1.54 249001 7984 46464 4224
10.8 1.53 249001 7984 46464 4224
10.85 1.52 249001 7984 46464 4224
10.9 1.51 249001 7984 46464 4224
10.95 1.51 249001 7984 46464 4224
11 1.5 249001 7984 46464 4224
11.05 1.49 249001 7984 46464 4224
MAE 315 DYNAMICS OF MACHINES 7

mode mag kFront cFront kRear cRear

11.1 1.48 249001 7984 46464 4224
11.15 1.47 249001 7984 46464 4224
11.2 1.46 249001 7984 46464 4224
11.25 1.45 249001 7984 46464 4224
11.3 1.44 249001 7984 46464 4224
11.35 1.43 249001 7984 46464 4224
11.4 1.42 249001 7984 46464 4224
11.45 1.41 249001 7984 46464 4224
11.5 1.41 249001 7984 46464 4224
11.55 1.4 249001 7984 46464 4224
11.6 1.39 249001 7984 46464 4224
11.65 1.38 249001 7984 46464 4224
11.7 1.37 249001 7984 46464 4224
11.75 1.36 249001 7984 46464 4224
11.8 1.36 249001 7984 46464 4224
11.85 1.35 249001 7984 46464 4224
11.9 1.34 249001 7984 46464 4224
11.95 1.33 249001 7984 46464 4224
12 1.32 249001 7984 46464 4224
12.05 1.32 249001 7984 46464 4224
12.1 1.31 249001 7984 46464 4224
12.15 1.3 249001 7984 46464 4224
12.2 1.29 249001 7984 46464 4224
12.25 1.29 249001 7984 46464 4224
12.3 1.28 249001 7984 46464 4224
12.35 1.27 249001 7984 46464 4224
12.4 1.26 249001 7984 46464 4224
12.45 1.26 249001 7984 46464 4224
12.5 1.25 249001 7984 46464 4224
12.55 1.24 249001 7984 46464 4224
12.6 1.24 249001 7984 46464 4224
12.65 1.23 249001 7984 46464 4224
12.7 1.22 249001 7984 46464 4224
12.75 1.21 249001 7984 46464 4224
12.8 1.21 249001 7984 46464 4224
12.85 1.2 249001 7984 46464 4224
12.9 1.19 249001 7984 46464 4224
12.95 1.19 249001 7984 46464 4224
13 1.18 249001 7984 46464 4224
13.05 1.17 249001 7984 46464 4224
13.1 1.17 249001 7984 46464 4224
13.15 1.16 249001 7984 46464 4224
13.2 1.16 249001 7984 46464 4224
13.25 1.15 249001 7984 46464 4224
13.3 1.14 249001 7984 46464 4224
13.35 1.14 249001 7984 46464 4224
13.4 1.13 249001 7984 46464 4224
13.45 1.12 249001 7984 46464 4224
13.5 1.12 249001 7984 46464 4224
13.55 1.11 249001 7984 46464 4224
13.6 1.11 249001 7984 46464 4224
13.65 1.1 249001 7984 46464 4224
13.7 1.09 249001 7984 46464 4224
13.75 1.09 249001 7984 46464 4224
13.8 1.08 249001 7984 46464 4224
13.85 1.08 249001 7984 46464 4224
13.9 1.07 249001 7984 46464 4224
MAE 315 DYNAMICS OF MACHINES 8

mode mag kFront cFront kRear cRear

13.95 1.07 249001 7984 46464 4224
14 1.06 249001 7984 46464 4224
14.05 1.05 249001 7984 46464 4224
14.1 1.05 249001 7984 46464 4224
14.15 1.04 249001 7984 46464 4224
14.2 1.04 249001 7984 46464 4224
14.25 1.03 249001 7984 46464 4224
14.3 1.03 249001 7984 46464 4224
14.35 1.02 249001 7984 46464 4224
14.4 1.02 249001 7984 46464 4224
14.45 1.01 249001 7984 46464 4224
14.5 1.01 249001 7984 46464 4224
14.55 1 249001 7984 46464 4224
14.6 1 249001 7984 46464 4224
14.65 0.99 249001 7984 46464 4224
14.7 0.99 249001 7984 46464 4224
14.75 0.98 249001 7984 46464 4224
14.8 0.98 249001 7984 46464 4224
14.85 0.97 249001 7984 46464 4224
14.9 0.97 249001 7984 46464 4224
14.95 0.96 249001 7984 46464 4224
15 0.96 249001 7984 46464 4224
15.05 0.95 249001 7984 46464 4224
15.1 0.95 249001 7984 46464 4224
15.15 0.94 249001 7984 46464 4224
15.2 0.94 249001 7984 46464 4224
15.25 0.93 249001 7984 46464 4224
15.3 0.93 249001 7984 46464 4224
15.35 0.92 249001 7984 46464 4224
15.4 0.92 249001 7984 46464 4224
15.45 0.92 249001 7984 46464 4224
15.5 0.91 249001 7984 46464 4224
15.55 0.91 249001 7984 46464 4224
15.6 0.9 249001 7984 46464 4224
15.65 0.9 249001 7984 46464 4224
15.7 0.89 249001 7984 46464 4224
15.75 0.89 249001 7984 46464 4224
15.8 0.89 249001 7984 46464 4224
15.85 0.88 249001 7984 46464 4224
15.9 0.88 249001 7984 46464 4224
15.95 0.87 249001 7984 46464 4224
16 0.87 249001 7984 46464 4224
16.05 0.86 249001 7984 46464 4224
16.1 0.86 249001 7984 46464 4224
16.15 0.86 249001 7984 46464 4224
16.2 0.85 249001 7984 46464 4224
16.25 0.85 249001 7984 46464 4224
16.3 0.84 249001 7984 46464 4224
16.35 0.84 249001 7984 46464 4224
16.4 0.84 249001 7984 46464 4224
16.45 0.83 249001 7984 46464 4224
16.5 0.83 249001 7984 46464 4224
16.55 0.83 249001 7984 46464 4224
16.6 0.82 249001 7984 46464 4224
16.65 0.82 249001 7984 46464 4224
16.7 0.81 249001 7984 46464 4224
16.75 0.81 249001 7984 46464 4224
MAE 315 DYNAMICS OF MACHINES 9

mode mag kFront cFront kRear cRear

16.8 0.81 249001 7984 46464 4224
16.85 0.8 249001 7984 46464 4224
16.9 0.8 249001 7984 46464 4224
16.95 0.8 249001 7984 46464 4224
17 0.79 249001 7984 46464 4224
17.05 0.79 249001 7984 46464 4224
17.1 0.79 249001 7984 46464 4224
17.15 0.78 249001 7984 46464 4224
17.2 0.78 249001 7984 46464 4224
17.25 0.78 249001 7984 46464 4224
17.3 0.77 249001 7984 46464 4224
17.35 0.77 249001 7984 46464 4224
17.4 0.77 249001 7984 46464 4224
17.45 0.76 249001 7984 46464 4224
17.5 0.76 249001 7984 46464 4224
17.55 0.76 249001 7984 46464 4224
17.6 0.75 249001 7984 46464 4224
17.65 0.75 249001 7984 46464 4224
17.7 0.75 249001 7984 46464 4224
17.75 0.74 249001 7984 46464 4224
17.8 0.74 249001 7984 46464 4224
17.85 0.74 249001 7984 46464 4224
17.9 0.73 249001 7984 46464 4224
17.95 0.73 249001 7984 46464 4224
18 0.73 249001 7984 46464 4224
18.05 0.72 249001 7984 46464 4224
18.1 0.72 249001 7984 46464 4224
18.15 0.72 249001 7984 46464 4224
18.2 0.71 249001 7984 46464 4224
18.25 0.71 249001 7984 46464 4224
18.3 0.71 249001 7984 46464 4224
18.35 0.71 249001 7984 46464 4224
18.4 0.7 249001 7984 46464 4224
18.45 0.7 249001 7984 46464 4224
18.5 0.7 249001 7984 46464 4224
18.55 0.69 249001 7984 46464 4224
18.6 0.69 249001 7984 46464 4224
18.65 0.69 249001 7984 46464 4224
18.7 0.69 249001 7984 46464 4224
18.75 0.68 249001 7984 46464 4224
18.8 0.68 249001 7984 46464 4224
18.85 0.68 249001 7984 46464 4224
18.9 0.67 249001 7984 46464 4224
18.95 0.67 249001 7984 46464 4224
19 0.67 249001 7984 46464 4224
19.05 0.67 249001 7984 46464 4224
19.1 0.66 249001 7984 46464 4224
19.15 0.66 249001 7984 46464 4224
19.2 0.66 249001 7984 46464 4224
19.25 0.66 249001 7984 46464 4224
19.3 0.65 249001 7984 46464 4224
19.35 0.65 249001 7984 46464 4224
19.4 0.65 249001 7984 46464 4224
19.45 0.65 249001 7984 46464 4224
19.5 0.64 249001 7984 46464 4224
19.55 0.64 249001 7984 46464 4224
19.6 0.64 249001 7984 46464 4224
MAE 315 DYNAMICS OF MACHINES 10

mode mag kFront cFront kRear cRear

19.65 0.63 249001 7984 46464 4224
19.7 0.63 249001 7984 46464 4224
19.75 0.63 249001 7984 46464 4224
19.8 0.63 249001 7984 46464 4224
19.85 0.63 249001 7984 46464 4224
19.9 0.62 249001 7984 46464 4224
19.95 0.62 249001 7984 46464 4224
20 0.62 249001 7984 46464 4224
20.05 0.62 249001 7984 46464 4224
20.1 0.61 249001 7984 46464 4224
20.15 0.61 249001 7984 46464 4224
20.2 0.61 249001 7984 46464 4224
20.25 0.61 249001 7984 46464 4224
20.3 0.6 249001 7984 46464 4224
20.35 0.6 249001 7984 46464 4224
20.4 0.6 249001 7984 46464 4224
20.45 0.6 249001 7984 46464 4224
20.5 0.59 249001 7984 46464 4224
20.55 0.59 249001 7984 46464 4224
20.6 0.59 249001 7984 46464 4224
20.65 0.59 249001 7984 46464 4224
20.7 0.59 249001 7984 46464 4224