International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

DOI: 10.5923/j.ijtte.20120102.03

Matlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design
Oluwole O. O
M echanical Engineering Department, University of Ibadan, Ibadan

Abtract In designing automobile suspension, response analysis is an important tool. In this paper, the response analysis
of the auto suspension to various road conditions is studied using MATLABR tools and SIMULINK. The suspension
system was modeled as a co mbination of dashpot and spring system in parallel attached to the auto body. Laplace
transforms were used in obtaining transfer functions from the ordinary d ifferential equations which described the system.
The system, a second order open loop with a unity feed back type 1system was subjected to different inputs and the
response was studied using Matlab inbuilt co mmands and SIMULINK. The system was observed to be stable to frequency
input using the Nyquist diagram. Very fast settling time was observed for the responses. It was observed that it was much
easier to design compensators for the system using the Matlab commands. Using MATLAB root locus plot, the system
could be re-designed by choosing new locus points and the new gains and damping ratios could be obtained. With the
rlocfind command, the gains in the graphics window and the damping ratio could be found as well. With this a better
design of the system could be obtained by compensating the system. Th is brings a dynamis m into the design system.

Keywords Response, Auto Suspension, Transfer Function, Design

1. Introduction
Automobile suspension system containing the damper and
spring system serve the purpose of absorbing shocks due to
road incongruities thereby making our ride p leasant. Other
method of studying the system include the Finite Element
Method(FEM). However, this is very cu mbersome and
weeks of programming and are needed to fully study system
of response of system to various inputs. With the advent of
control engineering software like Matlab, the process of
design has been greatly simp lified and stimu lating.
This work studies the use of Matlab and Simu link in
studying auto bodys transient response to various types of
road incongruities and how this is important in Engineering
Education.

then subjected to various probable road inputs. These are,

step input, impulse, ramp and sinusoidal.
2.1. Mathematical Deri vation of system Equati ons
Figure 1 shows a simplified schematic diag ram of the auto
suspension system. During motion, the vertical displacement
of the tires put the auto suspension system into motion. Th e
motion Xi at point P is the road input to the system while the
vertical motion of the auto- body, XO is the output. This
vertical motion of the auto-body is what the driver and the
occupants feel.

2. Methodology
The auto mobile suspension system was modeled as a
combination of dashpot and spring in parallel attached to the
auto body. Mathematical equations for motion of the system
was formulated and the transfer funct ions derived using
Laplace t ransforms. The transfer function was analysed to
obtained its various parameters.The t ransfer function was
* Corresponding author:
lekeoluwole@gmail.com (Oluwole O. O)
Published online at http://journal.sapub.org/ijtte
Copyright 2012 Scientific & Academic Publishing. All Rights Reserved

Figure 1. Simplified auto-suspension system

20

Oluwole O .O et al.: M atlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design

The equation for the system motion is

mx0 bx0 kx0 bxi kxi

(1)

Taking Laplace transforms of (1) and inputting zero

initial condit ions gives
m s 2 X 0 (s) sx0 (0) x0 (0) b sX 0 ( s) x0 (0) kX 0 ( s)
(2)
b sX I (s) xi (0) kX I (s)

goes thus:
num=[0 20 500];
den=[1 20 500];
t=0:0.005:0.4;
r=t;
y=lsim(num,den,r,t);plot(t,r,'-',t ,y,'o')
Fig.5 shows the result of the unit ramp response.

2.2.4. The response of the steady-state of the system to

X 0 ( s) ms 2 bs k X I ( s)bs k
sinusoidal Input
X 0 ( s)
bs k

overall transfer function

The response of the system to sinusoidal input was studied
X i ( s) ms 2 bs k

This overall transfer function describes a linear second

order type 1 unity feedback system which can be
represented in block d iagrams as shown in Fig.2.

using the Bode plot. The Nyquist and Nichols plots gave
same results. Use was made of the command Bode(num,den)
to get the Bode diagram.
2.3. Using SIMULINKR in Response Analysis
In using Simulink, it was important to obtain the poles first
using the rootlocus plot. This plot gives the open loop zero
and open loop poles for the system. These values are input
into the transfer function property forms.
2.3.1. Root locus plot of (20s+100)/(s 2 + 20s+500)

Figure 2. Block diagram of the auto suspension system

The forward transfer function is (bs+k)/(ms 2 ) wh ile the

feedback is unity.
Values used for the simu lation were; m= 1000Kg; b=
20KN-s/m; k=500KN/ m2 .
2.2. Using Matlab in Res ponse Analysis
Various Matlab commands were used in response analyses
of the auto-suspension system. Inputs were step input,
impulse, ramp and sinusoidal.
2.2.1. Unit Step Response
For unit step response i.e. R(s)=1/s at t>0 ,the us e of the
command step(num,den) gave the desired result.
2.2.2. Unit Impulse Response
The impulse co mmand has R(s) =1;
Using impulse(nu m,den), the graph was plotted.
2.2.3. Unit Ramp Response
Ramp response is represented by R(s)=1/s 2
Since Matlab has no direct ramp co mmand, the step
command can be used
The step command of G(s)/s is obtained where G(s) is the
overall transfer function for the system. Altenatively, the
command lsim(nu m,den,r,t ) OR lsim(A,B,C,D,u,t) could be
used
Where r and u are the input time functions. The command

The rootlocus plot(Fig.3) was obtained by using the

following commands:
num=[0 20 500];
den=[1 20 500];
rlocus(num,den)
The root locus plot showed the open loop zero and open
loop poles for the system.
These could be observed to tally with the comp lex
conjugate open loop poles(roots of s 2 +20s+500) which were
obtained by using the follo wing procedure.
b=[1 20 500];
roots(b)
ans =
-10.0000 +20.0000i
-10.0000 -20.0000i
>> a=[20 500];
>> roots(a)
ans = -25
Values obtained were:
Open loop zero: s= -25
Open loop poles: s=-10 j20
Poles (-10+20j and -10-20j ) were input into the transfer
function property form. The simu lin k flow diag ram was set
up(Fig.4) and the simu lation started. Results of different
input signals were obtained.

3. Results and Discussion

3.1. Results
Results of the system responses to different inputs using
Matlab commands are presented in Figs. 5 -11. The response
to step input(Fig.5) showed a rise_time of 0.043s, peak_time
= 0.11s, a maximu m_overshoot of 0.3305, settling_time of

International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

0.34s, final value of 1 and a peak amp litude of 1.34. The

response to an impulse input (Fig.6)showed a peak
amp litude of 20.4 at time o f 0.011s and a settling time of
0.383s. The response to a unit ramp input(Fig.7) showed the
a good response output. Figs. 8 and 11 showed good
response to sinusoidal inputs while Figs. 9 and 10 showed
very sharp initial rise time for sudden steep inputs.
Fig. 12 -14 shows the frequency response plots using Bode,
Nyquist and Nichols diagrams. Delay marg ins to frequency
response was as small as 0.057s. Closed loop was stable. The
values obtained showed the system stability to different
sinusoidal inputs.

21

The system responses to different inputs using

SIMULINK are presented in Figs. 15-22. Fig.23 p resents the
use of the signal generator in building a signal. The results
followed the same pattern obtained using Matlab commands.
3.2. Discussion
3.2.1. Response to various inputs
Response to the various inputs (Figs.5-11)showed a fast
rise time and settling time. This showed that there is good
compensator in the system.

Root Locus
25
0.94

0.88

0.8

0.68

0.5

0.25

20
0.975
15

Imaginary Axis

10

0.994

5
80
0

70

60

50

40

30

20

10

-5
-10

0.994

-15
0.975
-20
0.94
-25
-80

-70

0.88
-60

-50

0.8
-40

-30

0.68
-20

0.5

0.25
-10

Real Axis
Figure 3. Root locus plot of (20s+500)/(s2 +20s+500)

20(s+25)
poles(s)
Signal
Generator

Zero-Pole

Scope

Figure 4. Simulink flow diagram with a signal generator, the transfer function and the scope

Oluwole O .O et al.: M atlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design

Figure 5. Response curve to a step input

Rise_time = 0.043s; Peak_time = 0.11s; max_overshoot =0.3305;
settling_time = 0.34s; Final Value=1;Peak Amplitude=1.34
Impulse Response
25

20

15
Amplitude

22

10

-5

0.1

0.2

0.3

0.4

Time (sec)

Figure 6. Response to impulse input

0.5

0.6

International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

3.2.2. Response of the steady-state to sinusoidal input

The response of the steady-state of the system to
sinusoidal input was studied here. The frequency of the input
signal was varied and the response to this input by the
system at steady state was studied here. The Bode, Nichols
and Nyquist diagrams reveal the same response to sinusoidal
inputs with varying frequencies. The system studied showed

stability. The Nyquist plot is a polar plot of the frequency

response . We could observe the same values obtained in the
Bode plot are rep licated here: Peak Response: Peak
gain=3.82Db at frequency of 18.9rad/sec
Minimu m stability Margins:Phase marg in=103deg. At a
frequency of 31.6 rad/sec with a delay margin of 0.057sec
showed that the closed loop is stable.

Peak amplitude= 20.4 at time 0.011s

Settling Time=0.383s

Unit-Ramp Response
0.4
Unit Ramp Input
System Output

Unit-Ramp Input and System Output

0.35
0.3
0.25
0.2
0.15
0.1

Unit Ramp Input

0.05
0

Output

0.05

0.1

0.15

0.2
0.25
Time(sec)

0.3

0.35

0.4

Figure 7. Response to a unit ramp input

Response of 20s+100/(s 2+20+100) to sinusoidal imput
1
0.9
0.8
0.7

r(t)
c(t)

0.6
0.5
0.4
0.3
0.2
0.1
0

0.05

0.1

0.15

23

0.2
time(sec)

0.25

0.3

Figure 8. Response to a sinusoidal input sin3 t

0.35

0.4

24

Oluwole O .O et al.: M atlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design

Response to cos(3t)
1.5

r(t)
c(t)

0.5

-0.5

-1

-1.5

0.1

0.2

0.3

0.4

0.5
t

0.6

0.7

0.8

0.9

Figure 9. Response to cos3t input

Response to -cos3t
1.5

r(t)
c(t)

0.5

-0.5

-1

-1.5

0.1

0.2

0.3

0.4

0.5
t

0.6

0.7

0.8

0.9

Figure 10. Response to cos3t input

3.2.3. Modeling, simu lating and Designing With Matlab

In the root locus plot (Fig.3), the system could be
re-designed by choosing new locus points and the new gains
and dampiong rat ios could be obtained. With the rlocfind
command, the gains in the graphics window and the damping
ratio could be found as well. With this a better design of the

system could be obtained by co mpensating the system. This

brings a dynamis m into the design system.
3.2.4. Modeling, simu lating and Designing With Simulink
With Simu link, the user has to obtain the poles first using
the rootlocus plot. This plot gives the open loop zero and

International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

open loop poles for the system. These values are then input
into the transfer function property forms. Thus, it is
important when using Simulink to work with both the
rootlocus plot and the Simulin k transfer forms. It is the

25

input into the transfer functions that brings out the responses
of the system to various input signals(Figs.15-22). Input
signals can be obtained using the signal buider (Fig.23).

Response to r=-sin3t
0

-0.2

-0.4

r(t)
c(t)

-0.6

-0.8

-1

-1.2

-1.4

0.1

0.2

0.3

0.4

0.5
t

0.6

0.7

0.8

0.9

Figure 11. Response to -sin3t input

Bode Diagram of G(s)=20s+500/(s 2+20s+500)

20

Magnitude (dB)

0
System: sys
Peak gain (dB): 3.82
At f requency (rad/sec): 18.9

-20
-40
-60

Phase (deg)

-80
0

System: sys
Phase Margin (deg): 103
Delay Margin (sec): 0.057
At f requency (rad/sec): 31.6
Closed Loop Stable? Yes

-45

-90

-135
0

10

10

10
Frequency (rad/sec)

Figure 12. Bode diagram for (20s+500)/(s2 +20s+500)

10

26

Oluwole O .O et al.: M atlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design

Nyquist Diagram
1.5
2 dB

0 dB

-2 dB
-4 dB

1
4 dB
-6 dB

6 dB
0.5

-10 dB

10 dB
20 dB

-20 dB

0
System: sys
Phase Margin (deg): 103
Delay Margin (sec): 0.057
At frequency (rad/sec): 31.6
Closed Loop Stable? Yes

-0.5

-1

System: sys
Peak gain (dB): 3.83
Frequency (rad/sec): 19.7

-1.5
-1

-0.5

0.5

1.5

Real Axis

Figure 13. Nyquist plot for for (20s+500)/(s2 +20s+500)

Nichols Chart
40
0 dB
30

0.25 dB
0.5 dB

20

Open-Loop Gain (dB)

Imaginary Axis

System: sys
Phase Margin (deg): -180
Delay Margin (sec): Inf
At frequency (rad/sec): 0
Closed Loop Stable? Yes

1 dB

-1 dB

System: sys
3 dB
Peak gain (dB): 3.83
Frequency (rad/sec): 19.3
6 dB

10

-3 dB

-6 dB

-10

-12 dB

-20

-20 dB

-30

-40
-360

-40 dB
-315

-270

-225

-180

-135

-90

Open-Loop Phase (deg)

Figure 14. Nichols plot for for (20s+500)/(s2 +20s+500)

-45

International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

Figure 15. Response to step input response at a step time of 1 sec

Figure 16. Response to pulse inputs( undulating layers on road surfaces)

27

28

Oluwole O .O et al.: M atlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design

Figure 17. Response to ramp input of slope 1

Figure 18. Response to sinusoidal input(bumps and depths on road surfaces)

International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

Figure 19. Response to random inputs

Figure 20. Response to square wave inputs

29

30

Oluwole O .O et al.: M atlabr and Simulink Use in Response Analysis of

Automobile Suspension System in Design

Figure 21. Output of Sharp square input and descent

Figure 22. Response to no input (smooth road)

International Journal of Traffic and Transportation Engineering 2012, 1(2): 19-31

31

Figure 23. Use of signal builder for input signals

4. Conclusions
Auto-suspension system for co mpensators using Matlab
commands and simulink has been done in this work. Using
MATLAB root locus plot, the system could be re-designed
by choosing new locus points and the new gains and
damping ratios could be obtained. With the rlocfind
command, the gains in the graphics window and the damping
ratio could be found as well. With this a better design of the
system could be obtained by co mpensating the system. This
brings a dynamis m into the design system.
With Simu link, the user has to obtain the poles first using
the rootlocus plot. This plot gives the open loop zero and
open loop poles for the system. These values are then input
into the transfer function property forms. Thus, it is
important when using Simu link to work with both the
rootlocus plot and the Simulin k transfer forms. It is the input
into the transfer functions that brings out the responses of the
system to various input signals. Input signals can be obtained
using the signal buider.

[3]

WIKEPEDIA(2012) unsprung mass en.wikepedia.org/wiki

/Unsprung_mass

[4]

NPL(2012) Optimal road hump for comfortable speed

reduction www.npl.co.uk/

[5]

ieee (2012) Analysis of vehicle rotation during passage over

speed control road ieeexplore.ieee.org/

[6]

Arrb(2012) Roughometer II with GPS www.arrb.com.au

[7]

Popcenter(2012) Problem guides www.popcenter.org

[8]

Ehow(2012) Bad Car struts behavior over bumps

www.ehow.com

[9]

Ite(2012) Comparative study of speed humps www.ite.org

[10] SCCS (2012) Speed bumps and auto suspension analysis

www.sccs.swarthmore.edu
[11] M anagemylife(2012) How to make a car comfortable and
quiet www.managemylife.com
[12] Pikeresearch(2009) Bumps and Toyotas Gree auto
Dominance www.pikeresearch.com
[13] SAGEPUB(2012) Effect of obstacle in the road to dynamic
response of a vehicle passing over the obstacle
www.sagepub.com

REFERENCES
[1]

Ogata.K (2002) M odern Control Theory Prentice Hall India

p.131

[2]

Bandyopadhyay.M .N(2003) Control Engineering Prentice

Hall of India.p.84

[14] CARTECHAUTOPARTS(2012)
www.cartechautoparts.com

Car

coil

[15] NACOMM(2012)
Vehicle
chassis
www.nacomm03.ammindia.org/articles

springs
analysis