Palli et al. 2022. Int. J.

Vehicle Structures & Systems, 14(3), 310-314

Int ernat i onal Journal of
ISSN: 0975-3060 (Print), 0975-3540 (Online)
doi: 10.4273/ijvss.14.3.04 Vehicle Structures & Systems
Available online at www.maftree.org/eja
© 2022. MechAero Foundation for Technical Research & Education Excellence

Dynamic Simulation of Automotive Vehicle Suspension Using MATLAB

Simulink
Srihari Pallia,b, Azad Duppalaa,c, Rakesh Chandmal Sharmad and L.V.V. Gopala Raoe
aDept. of Mech. Engg., Aditya Institute of Tech. and Management, Tekkali, Andhra Pradesh, India
bEmail: [email protected]
cEmail: [email protected]
dDept. of Mech. Engg., Graphic Era (Deemed to be University), Dehradun, Uttrakhand, India

Corresponding Author, Email: [email protected]

eDept. of Mech. Engg., Vignan’s Institute of Information Tech., Visakhapatnam, Andhra Pradesh, India

Email: [email protected]

ABSTRACT:
This work focuses on obtaining the natural frequencies and simulation of dynamic modes of a typical four wheeler SUV
suspension spring. A mathematical model of the suspension spring is developed in MATLAB assuming 4 DOF
considering half car model of the vehicle. Lagrange's method is used to solve the motion equations and extract the
predominant dynamic mode frequencies in MATLAB. Further, Simulink is utilised for validation the results determined
in MATLAB by constructing the Power Spectral Density curves of the dynamic response depending on one of the
eigenvectors of the suspension system under consideration.

KEYWORDS:
Suspension system; Dynamic modes; Vibrations; MATLAB, Simulink

CITATION:
S. Palli, A. Duppala, R.C. Sharma, L.V.V. Gopala Rao. 2022. Dynamic Simulation of Automotive Vehicle Suspension
using MATLAB Simulink, Int. J. Vehicle Structures &Systems, 14(3), 310-314. doi:10.4273/ijvss.14.3.04.

suspension components such as springs, dampers and

1. Introduction rubber tyres etc. is of primary interest for the vibration
engineers to understand the dynamic modes of response
An automotive vehicle's suspension system consists of
[11-21]. Researchers [22, 23] developed an active
tyres, tyre air, springs, shock absorbers and linkages
suspension model to analyze the vehicle dynamic motion
connecting the car body to its wheels allowing relative
for different road inputs through a mathematical
motion among the two. These suspension systems
modeling approach. Mathematical models of semi active
support road holding as well as ride comfort, being at
suspension systems were used [24, 25] to study the
odds with each other. Ground vehicles, especially
control characteristics of MR damper for 2 DOF road
automotive vehicles are subjected to vibrations during
vehicle model [25] and ECU control using single
motion, mainly due to road surface irregularities, engine
accelerator sensor for a light motorcycle [24]
excitation forces, aerodynamic forces etc. Road induced
respectively. Four control loops PI, AFC, Skyhook and
vibrations can be isolated with well-designed
PID were used on MATLAB Simulink for simulating
suspensions systems. Automotive suspensions are
active suspension system and obtained results of
generally designed to satisfy conflicting requirements of
simulation are compared with equivalent passive
better ride comfort, road handling and working space of
suspension system [26].
suspensions [1-10]. Better ride quality necessitates a soft
Spring model was developed [27] wherein air was
suspension, whereas a stiffer suspension is required to
used for variation in spring stiffness using the solenoid
control both body and wheel and also offer sufficient
ON/OFF regulated through the microprocessor. The
functioning space among the chassis and car body.
natural frequency of the vibrating system was observed
Because of these contradictory demands, the designer of
to be reduced and so is its amplitude. A 7 DOF full car
the suspension needs to balance the requirements of the
model was developed by researchers [9] to determine the
ride quality, road holding and suspension system
natural frequencies and predominant modes of a four
functioning space in various quantities based on the type
wheeler passenger car specific to Indian roads. The
of ground vehicle like passenger car, bus, lorry and off-
results obtained were also validated with numerical
road vehicle etc.
analysis using finite element methods. Skyhook control
The straight forward model corresponding to a
strategy was used to simulate the active suspension
vibrating system is a linear, lumped parametric, discrete
system of the 7 DOF model. In this article, a typical
system model that needs substantial logical and
Indian SUV (Toyota Innova) is considered to extract the
computational effort for automotive dynamic systems
dynamic response parameters using analytical methods
with beyond two degrees of freedom. Modelling of the
in MATLAB and Simulink. The dynamic response

310
 Palli et al. 2022. Int. J. Vehicle Structures & Systems, 14(3), 310-314

includes the bounce and pitch motions. Results obtained density curves of the vehicle response as the initial
are observed to be in accordance with that of standard conditions are in proportion with the Eigen vectors.
article [28]. 3.1. Equations of motion and results from
mathematical modelling
2. Mathematical model of the vehicle The equations of motion of the system shown in Fig. 1
Following assumptions are considered for solving the are determined using Lagrange’s formulation. The
governing equations of motion of the vehicle dynamic generalized coordinate and x(t) and ɵ(t) define the
system under consideration. The mass of the front and bounce and pitch motion respectively of the auto body.
rear tyre pairs are neglected. Rolling motion of the car The system’s kinetic energy is represented as,
model is not considered. The effects of stiffness and 1 1
damping are combined to study the dynamic effects. A T = m𝑥̇ 2 + j 𝜃̇ 2 (1)
2 2
typical special user vehicle of the Toyota Innova make is System’s kinetic energy is represented as,
considered here to study the frequency response of the 1 1
suspension system. Half car model of the automotive car U = 𝑘1 (𝑦1 − 𝑥 + 𝑙1 𝜃)2 += 𝑘2 (𝑦2 − 𝑥 + 𝑙2 𝜃)2 (2)
2 2
is developed considering four degrees of freedom (DOF) Rayleigh’s dissipation energy function is represented as,
with bounce and pitch along with damping in the 1 1
suspension system represented in Fig. 1. Since the Q = 𝑐1 (𝑦̇1 − 𝑥̇ + 𝑙1 𝜃̇ )2 + 𝑘2 (𝑦̇ 2 − 𝑥̇ + 𝑙2 𝜃̇)2 (3)
2 2
vehicle consists of helical springs, the geometric The Lagrangian operator L =T-U is evaluated as,
specifications of the spring as shown in Table 1 are d ∂L ∂L ∂Q
measured with appropriate instruments to determine the ( )− = (4)
dt ∂ẋ ∂ẋ ∂ẋ
theoretical value of the spring stiffness. Spring stiffness d ∂L ∂L ∂Q
( ) − = (5)
values at the front and rear wheelsets are calculated dt ∂θ̇ ∂θ̇ ∂θ̇
using K=d4G/(8D3N). Where d, D - inner and outer Eqn. 1 to 5 provide the final equations of motion as,
diameters of the coil, N - number of effective coils and G Mẍ + (c1 + c2 )ẋ + (l2 c2 – l1 c1 )θ̇ + (k1 + k 2 )x +
- Shear modulus. (l2 k 2 – l1 k1 )θ = k1 y1 + k 2 y2 + c1 ẏ 1 + c2 ẏ 2 (6)
̈ 2 2
Jθ + (c2 l2 − c1 l1 )ẋ + (l2 c2 + l2 c1 )θ +̇
(l2 k 2 – l1 k1 )x + (l1 2 k1 + l2 2 k 2 )θ = k 2 k 2 y2 l2 −
k1 y1 l1 + c2 l2 ẏ 2 − c1 l1 ẏ 1 (7)
Eqn. of motion is also be expressed in matrix form as,
m 0 ẍ (t) c1 + c2 l2 c2 − l1 c1 ẋ (t)
[ ][ ̈ ] +[ ][ ]+
0 J θ(t) l2 c2 − l1 c1 l2 2 c2 − l1 2 c1 θ̇(t)
k1 + k 2 k 2 l2 − k1 l1 x(t)
[ ][ ]=
Fig. 1: Mathematical model of the vehicle k 2 l2 − k1 l1 l1 2 k1 − l2 2 k 2 θ(t)
k k 2 y1 c1 c2 ẏ
Table 1: Parameters of the vehicle suspension [ 1 ] [ ] + [−c l c l ] [ 1 ] (8)
−k1 l1 k 2 l2 y2 1 1 2 2 ẏ 2
Component Specification/ type The Eigen pairs of response for front and rear
Front suspension Double wishbone with torsion bar suspension of the half car model are extracted by solving
Rear suspension 4 link the motion equations mentioned in section 3.1 in
Shock absorbers type Coil spring MATLAB. Characteristic polynomial roots are
Steering type Power determined using conv() function in MATLAB which
Steering column Tilt & telescopic convolves the Eigen vectors and values. The first and
Steering gear type Rack & pinion second damped natural frequencies calculated are,
Turning radius (m) 5.4 m
Front brake type Disc 𝜔𝑑1=𝜔𝑛1 √1 − 𝜗2 2 = 3.516 rad/sec;
Rear brake type Drum
Table 2: Parameters of the vehicle suspension 𝜔𝑑2=𝜔𝑛2 √1 − 𝜗2 2 = 7.366 rad/sec (9)
Parameter Front wheel set Rear wheel set
The negative real part of the complex roots suggests the
Calculated stiffness 13498.7 N/m 25793.7 N/m system is stable.
Damping coefficient 3000 Ns/m 3000 Ns/m
Distance from centre -𝜗1 𝜔𝑛1= − 1.4145 rad/sec;
2m 2.75 m
of mass -𝜗2 𝜔𝑛2= − 6.7998 rad/sec (10)
Solving Eqns. (9) and (10) give undamped natural
3. Dynamic analysis of the vehicle frequencies as,
Equations of motion of the developed vehicle model are 𝜔𝑛1 = 4.0299 rad/sec𝜔𝑛2 = 5.4298 rad/sec
solved and the Eigen natural frequencies and mode 𝜗1 = 0.270, 𝜗2 = 0.3263
shapes are extracted using MATLAB. Further Simulink
is used to validate the frequency results determined in The mode shapes are determined as,
𝐴1 (𝑐2 𝑙2 −𝑐1 𝑙1 )𝑠+𝑘2 𝑙2 −𝑘1 𝑙
MATLAB through constructing the power spectral = = -2.0963
𝐵1 𝑚𝑠 2 +(𝑐1 +𝑐2 )𝑠+𝑘1 +𝑘2

311
 Palli et al. 2022. Int. J. Vehicle Structures & Systems, 14(3), 310-314

𝐴2 (𝑐2 𝑙2 −𝑐1 𝑙1 )𝑠+𝑘2 𝑙2 −𝑘1 𝑙

= = 0.5963
𝐵2 𝑚𝑠 2 +(𝑐1 +𝑐2 )𝑠+𝑘1 +𝑘2
So the first eigen vector is,
𝐴1 −2.0963
=
𝐵1 1
And the second eigen vector is
𝐴2 0.5963
=
𝐵2 1
Complex conjugate pairs of the Eigen values are
extracted via the eig( ) function in MATLAB which are
further used to determine the damped and undamped
natural frequencies for the bounce and pitch motions. Fig. 3: Simulink model of vehicle suspension
Results obtained in MATLAB are shown in Fig. 2,
where natural frequency 𝜔𝑛1 = 4.2099 𝑟𝑎𝑑/𝑠 and
𝜔𝑛2 = 5.4298 𝑟𝑎𝑑/𝑠, which are matching with the
frequency values obtained in Eqns. (11) and (12)
calculated theoretically. Corresponding Eigen vectors of
mode displacements are determined.
𝜔𝑛1 = 4.2099 𝑟𝑎𝑑/𝑠 (11)
𝜔𝑛2 = 5.4298 𝑟𝑎𝑑/𝑠 (12)

Fig. 4: Power spectral density of bounce mode

Fig. 2: Natural frequency and mode shapes from MATLAB

3.2. Simulink model and analysis

To validate the modal frequencies obtained by solving
the motion equations in MATLAB, suitable objects are
connected and an equivalent Simulink model of the
vehicle dynamic suspension system is built as shown in
Fig. 3. First Eigen vector [1, - 2.0963] T is provided as
initial condition for integrator 3 and second vector [1, 1] Fig. 5: Power spectral density of pitch mode
T is provided as initial condition for integrator 1. It is Based on the assumptions of vehicle speed,
observed from Fig. 4 of power spectral density suggests wavelength, damping and stiffness coefficients of the
that the bounce motion have the undamped frequency of suspension the time response of both the bounce and
4.2 rad/s. This matches well with the calculation for the pitch motions of the response is determined using the
damped natural frequencies from Eqns. (9) and (10), below computations.
where the first undamped natural frequency is ƛ 5
determined as 4.2099 rad/s. Similar to bounce motion, T= = = 0.36𝑆 ;
𝑉 50∗1000

= 17.453 rad⁄𝑠 ;
the power spectral density plot of pitch motion shown in 2∗3.14
𝜔=
Fig. 5 indicates a frequency of 5.4 rad/s which is in 𝑇
𝑙1
good agreement with that of the calculated undamped ∅= 2 ∗ 3.14 = 17.453 rad/s
𝑙2
natural frequency using Eqn. 9 in MATLAB. The road
inputs are considered as sine wave with an amplitude of Then, 𝑌1 = 𝐴𝑠𝑖𝑛𝜔𝑡; 𝑌2 = 𝐴𝑠𝑖𝑛(𝜔𝑡 − ∅)
10 mm and the wavelength ƛ=5m and car is travelling at By substituting the ω and ∅, the amplitude of the motion,
an average speed of 50 km/hr. The harmonic functions 𝑌1 = 0.01𝑠𝑖𝑛17.453𝑡; 𝑌2 = 0.01sin (17.453𝑡 − 3.14)
are shown in SIMULINK as sine waves. Summation of The transfer functions in Simulink for bounce and pitch
blocks implement the principle of the super position and responses are shown in Fig. 5. Fig. 6 and Fig. 7 describe
the scopes evaluate the time response for the bounce the damped responses for both bounce and pitch
and pitch motions with steady amplitude for the bounce motions. The damped natural frequencies are matching
motion as nearly 4 mm and for the pitch motion of with those obtained in Simulink.
1.6×10−3 rad.

312
 Palli et al. 2022. Int. J. Vehicle Structures & Systems, 14(3), 310-314

Fig. 6: Transfer functions

vehicle system may be analysed for active suspension

system. Dynamic analysis can be carried out for various
designs of automotive vehicles considering lateral
vibrations, external forces, engine un-balanced forces
and inertia forces during acceleration.

REFERENCES:
[1] R.C. Sharma. 2011. Ride analysis of an Indian railway
coach using Lagrangian dynamics, Int. J. Vehicle
Structures & Systems, 3(4), 219-224. https://doi.org/10.
Fig. 7: Bounce response of the system 4273/ijvss.3.4.02.
[2] R.C. Sharma. 2016. Evaluation of passenger ride comfort
of Indian rail and road vehicles with ISO 2631-1
standards: Part 1 - Mathematical modeling, Int. J. Vehicle
Structures & Systems, 8(1), 1-6. https://doi.org/10.4273/
ijvss.8.1.01.
[3] R.C. Sharma. 2016. Evaluation of passenger ride comfort
of Indian rail and road vehicles with ISO 2631-1
standards: Part 2 - Simulation, Int. J. Vehicle Struct. and
Systems, 8(1), 7-10. https://doi.org/10.4273/ijvss.8.1.02.
[4] R.C. Sharma and K.K. Goyal. 2017. Improved
suspension design of Indian railway general sleeper ICF
Fig. 8: Pitch response of the system
coach for optimum ride comfort, J. Vibration Engg. &
Tech., 5(6), 547-556.
4. Conclusions [5] M. Avesh, R. Srivastava and R.C. Sharma. 2019.
Half car model of SUV passenger car with 4 DoF is Parametric optimization for the design of passenger
developed and dynamic response of the helical coil vehicle suspension system with the application of genetic
suspension system is obtained in terms of bounce and algorithm, Int. J. Vehicle Structures and Systems., 11 (2),
pitch modes by solving the equations of motion in 154-160. https://doi.org/10.4273/ijvss.11.2.08.
MATLAB. The damped and undamped natural [6] M. Avesh, R. Srivastava, R.C. Sharma and N. Sharma.
frequencies thus attained are verified by developing an 2019. Effective design of active suspension system using
equivalent Simulink model where the time history and fuzzy logic control approach, Int. J. Vehicle Struct. Sys.,
11(5), 536-539. https://doi.org/10.4273/ijvss.11.5.13.
power spectral density for both bounce and pitch modes
are extracted and are in good agreement. The ride [7] S. Palli, R. Koona, R.C. Sharma and V. Muddada. 2015.
comfort and road holding can be analysed by considering Dynamic analysis of Indian railway Integral Coach
Factory bogie, Int. J. Vehicle Structures and Systems,
the non-linearity of the suspension system elements. The 7(1), 16-20. http://dx.doi.org/10.4273/ijvss.7.1.03.

313
 Palli et al. 2022. Int. J. Vehicle Structures & Systems, 14(3), 310-314

[8] R.C. Sharma, S. Palli and R. Koona. 2017. Stress and [19] S.K. Sharma, R.C. Sharma and N. Sharma. 2020.
vibrational analysis of an Indian railway RCF bogie, Int. Combined multi-body-system and finite element analysis
J. Vehicle Structures and Systems, 9(5), 296-302. of a rail locomotive crashworthiness, Int. J. Vehicle
https://doi.org/10.4273/ijvss.9.5.06. Structures & Systems, 12(4), 428-435. https://doi.org/10.
[9] S. Palli, R.C. Sharma and P.P.D. Rao. 2017. Dynamic 4273/ijvss.12.4.15.
behaviour of a 7 DoF passenger car model, Int. J. Vehicle [20] S. Palli, R. Koona, S.K. Sharma and R.C. Sharma. 2018.
Structures and Systems, 9(1), 57-63. https://doi.org/10. A review on dynamic analysis of rail vehicle coach, Int.
4273/ijvss.9.1.12. J. Vehicle Structures & Systems, 10(3), 204-211.
[10] R.C. Sharma, S. Sharma, S.K. Sharma and N. Sharma. [21] R.C. Sharma, S. Sharma, S.K. Sharma and N. Sharma.
2020. Analysis of generalized force and its influence on 2020. Analysis of generalized force and its influence on
ride and stability of railway vehicle, Noise and Vibration ride and stability of railway vehicle, Noise and Vibration
Worldwide, 51(6), 95-109. https://doi.org/10.1177/095 Worldwide, 51(6), 95-109. https://doi.org/10.1177/09
7456520923125. 57456520923125.
[11] S.K. Sharma and R.C. Sharma. 2018. An investigation of [22] K. Hyniova, A. Stribrsky, J. Honcu and A. Kruczek.
a locomotive structural crashworthiness using finite 2009 Active suspension system with linear electric
element simulation, SAE Int. J. Commercial. Vehicle., motor, WSEAS Transactions on Systems, 8, 278-287.
11(4), 1-9. https://doi.org/10.4271/02-11-04-0019. [23] H.K. Kim, H.S. Yang and Y.P. Park. 2002. Improving
[12] R.C. Sharma. 2017. Ride, eigenvalue and stability the vehicle performance with active suspension using
analysis of three-wheel vehicle using Lagrangian road-sensing algorithm, Computers & Structures, 80(18-
dynamics, Int. J. Vehicle Noise and Vibration, 13(1), 13- 19), 1569-1577. https://doi.org/10.1016/S0045-7949(02)
25. https://doi.org/10.1504/IJVNV.2017.10006937. 00110-4.
[13] R.C. Sharma and S. Palli. 2016. Analysis of creep force [24] S.M. Savaresi, C. Spelta, A. Moneta, F. Tosi, L. Fabbri
and its sensitivity on stability and vertical-lateral ride for and L. Nardo. 2008. Semi-active control strategies for
railway vehicle, Int. J. Vehicle Noise and Vibrat., 12(1), high-performance motorcycle, IFAC Proc. Volumes,
60-76. https://doi.org/10.1504/IJVNV.2016.077474. 41(2), 4689-4694. https://doi.org/10.3182/20080706-5-
[14] R. Kumar, M.P. Garg and R.C. Sharma. 2012. Vibration KR-1001.00789.
analysis of radial drilling machine structure using finite [25] R.N. Sandage, P.M. Patil and S.A. Patil. 2013.
element method, Advanced Materials Research, 472, Simulation analysis of 2dof quarter car semi- active
2717-2721. http://dx.doi.org/10.4028/www.scientific.net/ suspension system to improve ride comfort - A review,
AMR.472-475.2717. Int. J. Application or Innovation in Engg. & Manage.,
[15] S. Palli, R. Dontikurti, R.C. Sharma and N. Sharma. 2(12), 339-345.
2021. Analysis of dynamic response of a railway [26] G. Priyandoko, M. Mailah and H. Jamaluddin. 2009.
locomotive using ANSYS, Int. J. Vehicle Structures & Vehicle active suspension system using skyhook adaptive
Systems, 13(2), 234-240. https://doi.org/10.4273/ijvss. neuro active force control, Mech. Systems and Signal
13.2.22. Processing, 23(3), 855-868. https://doi.org/10.1016/j.
[16] S.K. Sharma, R.C. Sharma and J. Lee. 2021. Effect of ymssp.2008.07.014.
rail vehicle-track coupled dynamics on fatigue failure of [27] M.E. Shalabi, H.E. Hussieny, A.A. Abouelsoud and
coil spring in a suspension system, Applied Sci., 11(6), A.M.R.F. Elbab. 2019. Control of automotive air-spring
2650. https://doi.org/10.3390/app11062650. suspension system using Z-number based fuzzy system,
[17] S.K. Sharma and R.C. Sharma. 2018. Simulation of Proc. IEEE Int. Conf. on Robotics and Biomimetics,
quarter-car model with magnetorheological dampers for 1306-1311, Dali, China. https://doi.org/10.1109/ROBIO
ride quality improvement, Int. J. Vehicle Struct. & Sys., 49542.2019.8961492.
10(3), 169-173. https://doi.org/10.4273/ijvss.10.3.03. [28] S.B. Karim, C. Fan and J. Deese. 2016. Characterizing
[18] R.C. Sharma, S.K. Sharma and S. Palli. 2018. Rail vibratory response of lumped parameter model, Proc.
vehicle modelling and simulation using Lagrangian ASPE Conf., USA.
method, Int. J. Vehicle Structures and Systems, 10(3),
188-194. https://doi.org/10.4273/ijvss.10.3.07.

314