An Efficient Sensitivity Analysis Method For Modified Geometry of Macpherson Suspension Based On Pearson Correlation Coefficient

Vehicle System Dynamics
International Journal of Vehicle Mechanics and Mobility
ISSN: 0042-3114 (Print) 1744-5159 (Online) Journal homepage: http://www.tandfonline.com/loi/nvsd20
An efficient sensitivity analysis method for

modified geometry of Macpherson suspension
based on Pearson correlation coefficient
Mohammad Hasan Shojaeefard, Abolfazl Khalkhali & Sadegh

Yarmohammadisatri
To cite this article: Mohammad Hasan Shojaeefard, Abolfazl Khalkhali & Sadegh
Yarmohammadisatri (2017) An efficient sensitivity analysis method for modified geometry of
Macpherson suspension based on Pearson correlation coefficient, Vehicle System Dynamics, 55:6,
827-852, DOI: 10.1080/00423114.2017.1283046
To link to this article: http://dx.doi.org/10.1080/00423114.2017.1283046
Published online: 06 Feb 2017.
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Download by: [University of Texas Libraries] Date: 25 April 2017, At: 11:25
VEHICLE SYSTEM DYNAMICS, 2017
VOL. 55, NO. 6, 827852
http://dx.doi.org/10.1080/00423114.2017.1283046
An efficient sensitivity analysis method for modified

geometry of Macpherson suspension based on Pearson
correlation coefficient
Mohammad Hasan Shojaeefard, Abolfazl Khalkhali and Sadegh
Yarmohammadisatri
Automotive Simulation and Optimal Design Research Laboratory, School of Automotive Engineering, Iran
University of Science and Technology, Tehran, Iran
ABSTRACT ARTICLE HISTORY

The main purpose of this paper is to propose a new method for Received 22 August 2016
designing Macpherson suspension, based on the Sobol indices in Revised 6 January 2017
terms of Pearson correlation which determines the importance of Accepted 11 January 2017
each member on the behaviour of vehicle suspension. The formula- KEYWORDS
tion of dynamic analysis of Macpherson suspension system is devel- Sensitivity analysis; Pearson
oped using the suspension members as the modified links in order correlation coecient;
to achieve the desired kinematic behaviour. The mechanical system geometry of suspension
is replaced with an equivalent constrained links and then kinematic system; Macpherson
laws are utilised to obtain a new modified geometry of Macpherson
suspension. The equivalent mechanism of Macpherson suspension
increased the speed of analysis and reduced its complexity. The
ADAMS/CAR software is utilised to simulate a full vehicle, Renault
Logan car, in order to analyse the accuracy of modified geometry
model. An experimental 4-poster test rig is considered for validating
both ADAMS/CAR simulation and analytical geometry model. Pear-
son correlation coefficient is applied to analyse the sensitivity of each
suspension member according to vehicle objective functions such as
sprung mass acceleration, etc. Besides this matter, the estimation of
Pearson correlation coefficient between variables is analysed in this
method. It is understood that the Pearson correlation coefficient is an
efficient method for analysing the vehicle suspension which leads to
a better design of Macpherson suspension system.
Nomenclature
ms sprung mass (kg)
mu unsprung mass (kg)
cp damping coefficient (N s/m)
kt tyre stiffness (N/m)
ks spring stiffness (N/m)
zr road profile (m)
control arm rotation angle (deg)
0 initial control arm rotation angle (deg)
CONTACT Abolfazl Khalkhali ab_khalkhali@iust.ac.ir

2017 Informa UK Limited, trading as Taylor & Francis Group
828 M. H. SHOJAEEFARD ET AL.
zs sprung mass displacement (m)

zu unsprung mass displacement (m)
a length of suspension arm (m) (Figure 6)
b length of suspension arm (m) (Figure 6)
c length of control arm (m) (Figure 6)
acc.zs sprung mass acceleration (m/s2 )
acc. control arm angular acceleration (deg/s2 )
roll angle of control arm (deg)
d relative displacement of sprung mass and unsprung mass (m)
V relative velocity of sprung mass and unsprung mass (m/s)
0 dimension in reference frame 0 0 0
u value of point P in direction
v value of point P in direction
w value of point P in direction
zw value of point w in z direction (m) (Figure 6)
zp value of point p in z direction (m) (Figure 6)
zq value of point q in z direction (m) (Figure 6)
yw value of point w in y direction (m) (Figure 6)
yp value of point p in y direction (m) (Figure 6)
yq value of point q in y direction (m) (Figure 6)
angle between ow and y axis (deg) (see Figure 6)
Fxk the kth external force in x direction (N)
Fyk the kth external force in y direction (N)
Fzk the kth external force in z direction (N)
qj the jth general coordinate in Lagrange equation
V potential energy in Lagrange equation
T kinematic energy in Lagrange equation
D energy of damping in Lagrange equation
Qj (n) the general force corresponding to the general coordinate qj
t time domain in Lagrange equation (s)
(t) white noise function
spectral density of white noise
2 variance of road roughness
0 constant value in linear regression equation
1 constant value in linear regression equation
i the regression coefficients in linear regression equation
1. Introduction
Most of the research papers related to the suspension systems have been concentrated on
the modelling of vehicle suspension and controlling strategies which lead to improved ride
VEHICLE SYSTEM DYNAMICS 829
and handling. However, the sensitivity of vehicle suspension parameters according to vehi-
cle objective functions such as sprung mass acceleration, suspension roll angle, suspension
roll rate, relative displacement of tyre and sprung mass and relative velocity of tyre and
sprung mass has not been studied extensively.
The Macpherson suspension configuration mainly consists of a spring, strut and wheel
coordination [1,2]. Basically, there are four fundamental members for a commonly used
Macpherson suspension system including a lower control arm, telescopic strut, which is
connected to the chassis of the vehicle and to the wheel carrier, wheel and spindle [3]. The
vibrations related to road profile are decreased by suspension system [4]. For analysing
the suspension system behaviour, different models have been utilised. The quarter model
is a linear model which has been widely used to analyse the performance of suspension
system. However, the geometry of suspension system such as camber, caster, kingpin incli-
nation and etc. is not considered in this case [5]. Kim and Ro [6] and Mantaras et al.
[7] considered geometry of vehicle suspension and analysed the kinematic and dynamic
of vehicle suspension. Chen and Beale [8] used a three-dimensional (3D) model of the
Macpherson suspension in order to estimate its dynamic parameters. These models did not
consider the control design in suspension behaviour. Hu et al. [9] investigated the passive
suspensions by considering multiple performance requirements including ride comfort,
suspension deflection and tyre grip. Nonlinear model of the Macpherson strut suspension
system studied by Nemeth and Gaspar [10].
For improving vehicle suspension, the fundamentals of design method should be con-
sidered. Layout and kinematic analysis are the main elements which should be studied in
the design process [11]. Seeking to meet the performance requirements often leads to a
conflicting situation and requires a compromise considering the kinematic and dynamic
properties [12]. Different papers studied the conflict between the ride and handling in the
behaviour of the vehicle but the effects of vehicle parameters on each other and suspension
objective functions have not been considered yet. One of the suitable methods for this pur-
pose is Monte Carlo simulation. The main idea behind this method is that the results are
computed based on repeated random sampling and statistical analysis [13]. Monte Carlo
simulations are typically characterised by a large number of unknown parameters, many
of which are difficult to obtain experimentally. The parameter sensitivity analysis (SA) for
Monte Carlo simulations is complicated by the stochastic nature of the simulations, making
it difficult to isolate responses from background noise [14].
As the first step, the Monte Carlo method of sensitivity analyses, selects a random set
of input data values drawn from their individual probability distributions. These values
are then used in the simulation model to obtain values of output variable. This process
is repeated many times and the model calibration must be valid for the input data values
selected. The last results are a probability distribution of the model output variables and
system performance indices which are obtained from the variations and possible values
of all of the input values [15]. In Monte Carlo analysis, amount of each parameter set is
selected randomly from the distributions which are describing each individual. Then, the
suspension system is simulated to obtain estimations for the selected performance indices.
This must be done many times (often well over 100) to obtain a statistical description
of systems performance variability. Vehicle SA method is used to quantify the effects of
the unknown suspension parameters on the vehicle performance. This information can
be used to decide which parameters should be optimised or determined more accurately
through further experimental or simulation studies [16]. It is used in both point esti-
mate and probabilistic approaches to identify and rank important sources of variability
as well as the important sources of uncertainty [17]. Lai and Ehsani [18] utilised state
of charge for analysing the sensitivity of vehicle performance to transmission gears for a
parallel hybrid electric vehicle-based dynamic programming. Othaganont et al. [19] has
presented an extended technique for analysing sensitivity parameters in modern road vehi-
cles. The new techniques consider first-order and second-order effects, showing both the
effects on individual parameters and also the cross-coupling between different parameter
sensitivities.
Large numbers of elements affect the vehicle suspension performance and cause a
large design space. This paper concentrated on the kinematic response of a Macpher-
son suspension under step input and random vibration road profile which has been
utilised for sensitive analysing. The outputs or responses of the mechanism, to this input,
present suspension behaviour such as sprung mass acceleration, and kingpin location and
orientation.
Most of the research papers reduce the effects of caster angle and kingpin angle on the
suspension design. This paper attempts to compensate this weakness and presents a proper
method based on considering the modified Macpherson mechanism and its sensitivity.
In this paper, an enhanced model for geometry of suspension is presented which
decreases the complexity in geometry model and enhances the speed of analysis. This mod-
ified model is more suitable for the SA approach. Then, a Renault Logan car is simulated in
Adams/Car for verifying the correctness of the proposed model. Experimental tests have
been done in one of the Iranian automaker companies (Saipa) in order to analyse the cor-
rectness of the Adams/car Model and the modified model. In this case a 4-poster test rig
is utilised for analysing the results of suspension which is subjected to the road profile.
Then, the sensitivity analyses of vehicle suspension are considered using Pearson corre-
lation coefficient technique based on the Monte Carlo simulation. The main goal of this
study is to determine the most sensitive design parameter for the vehicle suspension. The
most and least sensitive parameters of suspension are obtained using Pearson correlation
coefficient. Moreover, Pearson correlation coefficient is utilised between input parameters
which determined a high correlation rate about 0.06 between kt and a and also between
c and ks .
2. Experimentally verified ADAMS/CAR Renault Logan simulation

In this section, simulation of Renault Logan car is carried out using Adams software. In
order to verify the simulation, the results will be compared with experimental results. Main
objective of such experiment and computer simulation tests is evaluation of the modi-
fied geometry model which will be completely explained in the next section. The results
of modified geometry model will be compared with both experimental test and ADAMS
simulation results represented in this section.
The ADAMS model consists of 87 moving parts, 1 flexible body, 6 cylindrical joints, 9
revolute joints, 6 spherical joints and 2 Hooke joints. In Figure 1, the connections between
strut and vehicle chassis and also between control arm and vehicle chassis, which are
through bushings, are shown. A tie rod, the link which connects steering gear to the front
Figure 1. Full vehicle simulation of Renault Logan car in ADAMS.
Figure 2. Experimental test of Renault Logan car for determining centre of gravity.
wheel, is considered as well. For determining the exact value of the vehicle centre of gravity,
an experimental test has been done as shown in Figure 2.
The coordinates of vehicle gravity centre, which are obtained by the experimental test,
are reported in Table 1. These values are inserted in ADAMS model of the vehicle. The
Table 1. Basic dimensions of Renault Rogan.

Vehicle parameter Value Unit
Centre of gravity x = 972.4 mm
y = 11.1
z = 370.2
Mass 1060.0 (kg)
Wheelbase 2630 (mm)
Unsprung mass for suspension 22.5 kg
Sprung mass for suspension 328 kg
Strut sprung coecient 30,000 N/m
Strut damping coecient 1350 Ns/m
Tyre stiness 210,000 N/m
0 3 degree
74 degree
A 0.658 m
B 0.262 m
C 0.31 m
values for other characteristics of vehicle suspension, which are obtained by test and mea-
surement, are also reported in Table 1. The vehicle is subjected to step input so-called
as heave test [20,21] with amplitude of 12.5 mm. Result of chassis vertical acceleration
obtained from ADAMS simulation is depicted in Figure 3. According to Figure 3, firstly,
sudden change in sprung mass acceleration is occurred then it oscillates for a period of
time and finally oscillations are damped.
As mentioned earlier, in order to verify the results of ADAMS/CAR simulation, the
experimental test was performed. In this case, a 4-poster road simulator is utilised in one
of main Iranian automakers (SAIPA) (see Figure 4). The four post-test is a test rig basically
consisting of 4 hydraulic actuators, one for each wheel. Vibrating of the actuators, based
on the step input (12.5 mm), simulates the road surface and forces exerted by the road
on the wheels. The movements of the system are tightly controlled by a digital test con-
troller [22,23]. The data, obtained from experimental tests (see Table 1) have been utilised
in analysis of the Logan car suspension.
Figure 3. Comparing results of sprung mass acceleration in experimental test, ADAMS and modied
geometry model.
Figure 4. 4-post experimental test in one of main Iranian automaker (SAIPA).

3. Modified geometry model of Macpherson suspension

The Macpherson is a popular suspension mechanism for most of the commercial cars
which is commonly used in the front suspension system. The kinematic modelling of the
suspension mechanism is combination of elements which simulate the behaviour of sus-
pension members such as control bar, strut, etc. The 3D model for front suspension and
Full vehicle model of Renault Logan which is developed in ADAMS software is shown in
Figures 1 and 5.
In comparison to other suspension models, geometry models can compute suspen-
sion geometric outputs such as camber, caster and kingpin inclination angles due to deep
focus on suspension mechanism. The assumptions for the proposed modified model are
presented as follow:
The vehicle chassis is assumed to have vertical displacement and its motion has been
neglected in the other directions.
The unsprung mass is linked to the chassis through strut and control arm.
The spring and damping coefficients are considered to have a linear behaviour.
The masses of strut and control arm is smaller than sprung and unsprung masses so
that it is neglected.
The mechanism of Macpherson suspension has two degree-offreedom (DOF): One

of them expresses angle of control arm rotation () and the other one represents the
vertical displacement of the sprung mass (zs ). These two parameters are generalised coor-
dinates of the Macpherson suspension. Parameters zu and zr represent the unsprung mass
displacement and road profile, respectively.
The modified geometry model of this work is based on the model represented by Fallah
et al. [1] which is depicted in Figure 6. The generalised key points of the modified Macpher-
son suspension indicated as o, p, q, t and w. The global reference frame {o} is considered for
determining the exact position of the key points. In the presented modified model firstly,
the intersection of strut line (wt) with the control arm (oq) is found and presented as point
Figure 5. Front suspension model of Renault Logan car in Catia.

Figure 6. Schematic of modied Macpherson mechanism.
p. Utilising point p instead of point t, which has been used by Fallah et al. [1], reduces the
complexity and also solving run time of dynamic equations.
This modified model not only facilitates analysing parameters of the suspension kine-
matic such as king-pin inclination, caster and camber angles on the ride vibrations, but
also, presents a more precise model of the Macpherson suspension system for enhancing
the ride quality.
In common quarter-car model, various semi-active and active control algorithms have
been developed to enhance the ride comfort and handling performance based on a two
DOF model. However, it should be declared that without considering the impact of the
suspension kinematics and related linkage, the quarter model could not be significantly
useful. Thus, the demand for a precise model of the Macpherson suspension system to
explore the effect of suspension kinematics on the dynamic performance of the suspension
becomes increasingly important for ride control design.
Another weakness of the conventional suspension model is that it cannot facilitate the
evaluation of the effect of variation of the kinematic parameters, which is useful in improv-
ing the stability and handling performances of the vehicle. Some of those parameters that
play an important role in chassis design are caster angle, camber angle, track and king-pin
inclination angle. Variations of camber angle enhance tyre wear and generate lateral forces
acting on the wheel, causing the vehicle to steer to one side. Caster angles and kingpin
inclination alterations affect the self-aligning moment and as a result, affect the stability
and handling of the vehicle when wheels bounce or rebound. When the wheels moves on a
road with rough profile, the track alteration makes the rolling tyre to slip, generating lateral
forces and even influencing the steering.
The vehicle suspension key points will be changed when they are subjected to road pro-
file. For transforming the key point of the suspension to the new position, the rotational
transformations matrixes have been utilised. The new key points could be parameterised
by multiplying the old points and rotational transformations matrix of as presented in
Equation (1) [24].

(u1 + v1 + w1 ).0 u1 .0 + v1 .0 + w1 .0
P0 = (u1 + v1 + w1 ).0 = u1 .0 + v1 .0 + w1 .0 , (1)
(u1 + v1 + w1 ).0 u1 .0 + v1 .0 + w1 .0

1 .0 + 1 .0 + 1 .0 u
P0 = 1 .0 + 1 .0 + 1 .0 v ,
1 .0 + 1 .0 + 1 .0 w

0
P0 = P1 . (2)
1

In the Equation (2), 10 presents the rotational matrix which has been utilised for trans-
ferring the key point P0 from reference frame of 0 0 0 to P1 from reference frame of
1 1 1 . P1 expressed as (u, v, w)t and is presented in the following equation:
P = u. + v. + w.. (3)
With consideration of transformation matrix (Equation (1)) and simplifying it, the vehicle
suspension key points are obtained through Equation (4).
zw = zs
yp = B (cos( 0 ) cos(0 ))
zp = zs + B (sin( 0 ) sin(0 )) (4)
yq = C (cos( 0 ) cos(0 ))
zq = C (sin( 0 ) sin(0 )) + zs ,
where 0 presents the initial angular displacement of the control arm at the equilibrium
point. A , B and C are the lengths of the suspension arms as indicated in Figure 6. zs
presents the vertical displacement of sprung mass. The lateral displacement of sprung mass
is considered to be zero. zw , zp , zq , yw , yp and yq are vertical and lateral displacements of
points w, p and q, respectively.
3.1. Dynamic equations of vehicle suspension

The equations of the modified vehicle suspension model can be obtained by utilising
Lagrange mechanics.

d T T V
+ = Qj (n)
dt qj qj qj

xk (5)
yk zk
Qj (n) = Fxk + Fyk + Fzk ,
qj qj qj
1 1
T = ms zs2 + mu (yq2 + zq2 )
2 2
(6)
1 1
V = ks ( )2 + kt (zq zr )2 ,
2 2
where T, V are kinematic energy and potential energy, respectively (Equation (6)). In
Equation (6), and zq zr obtained by considering the geometry of vehicle suspension
as follows:
By considering the triangle OWP, Equation (7) presented as:
= (A2 + B2 2A B cos )1/2

(7)
= (A2 + B2 2A B cos( ))1/2 ,
where
= 0 (8)
and are the initial length of control link wp (see Figure 6) by considering the rotation
of . is the angle between ow and y axis which is presented in Figure 6.
( )2 = ( )2 = A2 + B2 2A B cos + A2 + B2 2A B cos( )
(9)
2(A2 + B2 2A B cos )1/2 (A2 + B2 2A B cos( ))1/2 ,
a = A2 + B2 ,
b = 2A B ,
( )2 = ( )2 = 2a b (cos + cos( ))
(10)
2{a2 a b (cos + cos( ) + b2 cos cos( ))}1/2 ,
b sin( )
= =
, (11)
2(a b cos( ))1/2
zq zr = c (sin( 0 ) sin(0 )) zr . (12)
The Equations (9)(12) are substituted in Equation (6) which is presented in Appendix.
The Equations (4)(12) indicate the transformed key points and basic parameters of vehicle
suspension which are utilised to obtain state equations of vehicle suspension. The state
equations of vehicle suspension are used for analysing the vehicle suspension behaviour
under different conditions.
Lagrange theory (Equation (5)) is utilised for obtaining equations of motion in
Macpherson suspension which is indicated in Equation (13).
1 zs + 2 + A1 + A2 = A3 1 zs + 2 = A3 A1 A2 = P1 ,
(13)
3 zs + 4 + A4 + A5 = A6 3 zs + 4 = A6 A4 A5 = P2 ,
where
T V D
A1 = , A2 = , A3 =
zs zs zs
(14)
T V D
A4 = , A5 = , A6 = ,

where D is energy of damping and can be calculated from Equation (15)
)2 .
D = 12 cp ( (15)
The equations of motion will be presented as:

1 zs + 2 = P1 (4 ) 4 1 zs + 4 2 = 4 P1 ,
(16)
4 zs + 3 = P (1 ) 1 4 zs + 1 3 = 1 P2 ,
1 P2 4 P1
= ,
1 3 2 4
(17)
2 P2 3 P1
zs = .
2 4 1 3
By considering the Equation (16), Lagrange equation will turn into the state function as
presented in Equation (17). The parameters for equations of state expresses in Equation
(18).
[x1 x2 x3 x4 ]T = [zs zs ]T , (18)

x1 = x2 ,
x2 = f1 (x1 , x2 , x3 , x4 , zr ),
(19)
x3 = x4 ,
x4 = f2 (x1 , x2 , x3 , x4 , zr ).
Equation (19) will be considered in the equilibrium state xe = (x1e , x2e , x3e , x4e ) =
(0,0,0,0). The state equations will be obtained by utilising Equation (19). By substituting
Equation (17) in Equation (19) the equation of state function is presented as:

1 1
f1 = mu c2 sin(x3 0 )x42 ks sin( x3 ) cos( x3 + 0 ) (x3 )
D1 2

2
+ cp (x3 ) kt c sin (x3 0 )z(0) , (20)

1
f2 = m2u c2 sin(x3 0 ) cos(x3 0 )x42 + (ms + mu )cp (x3 )x4
D2

1
(ms + mu )ks sin( x3 )(x3 ) + ms kt c cos( x3 0 ) z(0) , (21)
2
where D1 and D2 are computed by Equation (22).
D1 = ms C + mu C sin2 (x3 0 ),
(22)
D2 = ms mu c2 + m2u c2 sin2 (x3 0 ).
(x3 ), (x3 ), z(0), c and d , which have been used in Equations (20)(21), are computed
through Equations (23)(26).
d
(x3 ) = b + , (23)
(c d cos( x3 ))1/2
b2 sin2 ( x3 )
(x3 ) = , (24)
4(a b cos( x3 ))
z(0) = z(x1 , x2 , zr ) = x1 + c (sin(x3 0 ) sin(0 )) zr , (25)
c = a2 a b cos( + 0 ),
d = a b b2 cos( + 0 ). (26)
Finally, the linear model will be presented as:
x = Ax(t) + Bzr (t), x(0) = x0 ,

0 1 0 0
f f1 f1 f1
1

x1 x2 x3 x4
A= . (27)
0 0 0 1

f2 f2 f2 f2
x1 x2 x3 x4
The parameters of the matrix are calculated as presented in the appendix.

0
kt c sin2 (0 )

T
f1 f2 ms c + mu c sin2 (0 )
B = 0 z 0 z = . (28)
r r zr =0 0

ms kt c cos(0 )
ms mu c2 + m2u c2 sin2 (0 )
3.2. Response to the step input

To evaluate the modified geometry model represented in this paper; the results of such
model are compared with those obtained from ADAMS and experimental tests of Renault
Logan car. Such comparison is demonstrated in Figure 3, which shows a good accuracy of
the modified geometry model.
It is desired to find other outputs using the modified geometry model which works fast
and low cost comparing to the ADAMS model and also experimental test. Different accel-
eration and displacement sensors were installed on the vehicle to record the results of road
vibrations on the vehicle parts. In this experimental test, seven acceleration sensor and two
displacement sensors have been utilised. Two of these accelerometers have been installed
on the shock absorber of the rear wheel which determines the acceleration which is inserted
on the rear sprung mass of vehicle. Two of them are installed on the front shock absorber of
the vehicle. One of the accelerometer is under the driver seat for detecting the acceleration
which is inserted to the driver and one in the approximate place of the vehicle centre of
gravity.
By exciting all wheels of the vehicle under bounce pulse as road profile in 4-poster test
rig sprung mass displacement, acceleration of sprung mass, acceleration of unsprung mass,
control arm angle, acceleration of control arm angle, caster angle and kingpin angle are
Figure 7. Results of modied geometry suspension under step input road prole.
obtained from modified geometry model, which are depicted in Figure 7. It is noted that the
actuators of 4-poster test rig generate road input with amplitude, maximum displacement,
of 12.5 mm and frequency of 0.2 Hz.
As presented in Figure 7, the caster of suspension geometry differed from 3.9 to 4.1.
The kingpin angle had a range of 10.911.4. The heave, roll and pitch of vehicle body
motion must be investigated to analyse the vehicle ride and handling.
3.3. Response to the random road profile

The road surface can be supposed as a stationary stochastic process provided that the
velocity of the vehicle is constant [25]. There are different methods for obtaining the corre-
sponding random signal in time and frequency domains [2527]. In this research, shaping
filter method has been used for generation of the random road profiles [26]. For a vehicle,
moving with the constant velocity of V, the road profile signal zr (t) is obtained using the
linear filter described by the following differential equation:
d
zr (t) = .v.zr (t) + (t), (29)
dt

where (t) is the white noise function with the spectral density of = 2V 2 , 2 indicates
the variance of the road roughness, v is the vehicle velocity and is a constant depending
on the type of road surface. Based on many works, the 2 = 4(0 ) has been considered
in this research. The reference values of power spectral density (PSD) for 0 = 1 (rad/m),
(0 ), are provided based on standard of ISO 8608 as given in Table 2.
The differential Equation (29) can schematically be presented in MATLAB-SIMULINK
as presented in Figure 8(a). By solving this equation, the random road profile signal in time
domain (zr (t)) is obtained as shown in Figure 8(b).
3.4. Vibration model of the vehicle suspension system

Modified geometry model of vehicle suspension is shown in Figure 6. By considering zr
as inputs and using Laplace transformation, transformation functions can also be derived.
When the input excitation of the system is the PSD function, the output PSD function will
be as [28]:
F(s) X(s)
G(s)
X(jw) = G(jw)F(jw)
(30)
Sxx (jw) = |G(jw)|2 SFF (jw).
For assessment of the PSD function, one can utilise the root mean square (rms) values.
For a random signal described by the PSD function, it can be acquired by Confalonieri
et al. [29].
Table 2. Road roughness values classied by ISO 2631.

Road class (103 ) (0 ) (103 ), 0 = 1 (rad/m)
A (very good) 2 1 0.127
B (good) 4 4 0.127
C (Average) 8 16 0.127
D (poor) 16 64 0.127
E (very poor) 32 256 0.127
(a)
(b)
Figure 8. (a) MATLAB-SIMULINK diagram for obtaining random vibration road prole. (b) Random
vibration road prole.
In this paper, excitation function in the frequency domain for motorway road profile
introduced in [24] which has been obtained using shape filtering and afterwards, dynamic
response of the chassis [24].

xrms = Sg (f ) df . (31)
For the frequency domain solution, Laplace transform is utilised in the case that initial
conditions are zero. These equations are presented as follows:
[M]z + [c]z + [k]z = zr , (32)

[M]s2 Z(s) + [c]sZ(s) + [k]Z(s) = [F]zr (s). (33)
In the case that the tyre is under excitation of zr (t), ZR is the road profile, the dynamic
equation is presented as Equation (34):
L(zr (t)) = [0 kt ]T Zr (s). (34)

Zr (s) is the random road profile in the frequency domain as system input. So that system
transform function is presented as follow:
Z(s) = ([M]s2 + [c]s + [k])1 [0 kp ]T Zp (s). (35)
Frequency domain is a special mode of Laplace which jw is substituted with s. Vertical

displacement of passenger seat in frequency domain is presented in Equation (36).

Z
[D] = B2 .Zr , (36)

kt c sin ( 0 )2
D11 = j2 w2 + , (37)
(c mu sin ( 0 )2 + c ms )
kt c ms Cos( 0 )
D21 = 2 , (38)
c ms mu + c2 m2u Sin( 0 )2
kt c ms Cos[0 + x3 ]
B212 = . (39)
c ms mu + c2 m2u Sin[0 + x3 ]2
2
In this paper quarter model is used for verification of modified geometry model too.
The quarter model is a model which commonly used for simulating suspension perfor-
mance. However, this model does not consider suspension geometry. The sprung mass,
acceleration of sprung mass, versus time, transmissibility ratios and ratio of sprung mass
Figure 9. Comparing results of quarter model and modied geometry model.

acceleration and road profile displacement of modified geometry model and quarter model
compared with each other based on the vehicle dimension presented in Table 1. As pre-
sented in Figure 9, there is a good agreement between the sprung mass, acceleration of
sprung mass, versus time, transmissibility ratios and ratio of sprung mass acceleration and
road profile displacement of these two models, which verifies the correction of the modified
suspension model. In the quarter model zs and zu are the parameters which are measured
and analysed. However, in geometry model zs and are the effecting parameters.
4. Sensitivity analysis
The sensitivity of vehicle suspension model, which is subjected to the random vibration
road profile, is a key point in the vehicle operational analysis such as ride and handling [30].
In General, SA is a crucial tool which concerns the mathematical model performance. It is
applied to the suspension model in order to identify the influence of input parameters on
the output variations, and rank input parameter based on the vehicle performance sensi-
tivity [3033]. In this paper, the main goals of SA are assessing the complicated suspension
models, decreasing complexity in analysis of model by omitting useless parameters, and
finally, verifying the model by considering the simulation of underlying real problem [31].
The Monte Carlo simulation is utilised to produce random sampling which is applied in
the SA. The risk assessment based on the Monte Carlo method is applied to identify the
uncertainty in the outputs which are related to the vehicle suspension inputs [30]. Semenov
analysed the Pearson correlation and other outlier correlation estimators based on Monte
Carlo simulation [32]. This comportment is related to the uncertainty analysis which is
supplement with SA and determines the most important parameters. The considered num-
ber of sample size and random variants are derived, according to the norms of correlation
which are obtained based on probabilistic distributions.
Different methods could be utilised in SA of suspension model. One of the methods,
which is based on variance-based global technique, is Sobols approach. Relative impor-
tance of input variants is considered in this technique [33]. The main goal in this approach
is determining uncertainty in the model and its critical variants [3335]. This approach is
appropriate for multiple criteria analyses [36] such as suspension model. Glen considered
the Pearson correlation in Sobol indices and developed this approach to modify spuri-
ous correlations which are existed in this model [33]. The bounds of correlation errors
must be considered in correlation control approach. This subject determines the stop-
ping criteria in correlation control technique. A correlation estimator is applied in the
model in order to determine errors of the presented correlation sample. In this case an
approach which is called Latin hypercube sampling (LHS) using Monte Carlo simulation
for variance-reduction sampling.
4.1. Pearson correlation coefficient

SA approach is represented by means of a coefficient which is called SA index. The SA index
ranks input parameters based on their influence on the outputs. It is utilised in statistical
model. The variation and predicted amount of objective function in the model and ranking
the contributions to the variance is an application for statistical SA [37].
In this paper vehicle suspension model is considered which consists of different inde-
pendent variables, X = (X 1 , . . . , Xn ) which expressed as (kt , mu , ms , cp , a , b , c , ks ), and
several dependent variable, Y = (acczs , acc , , d, V), in the case that Y = f (X).
The uncertainty in vehicle suspension is determined by the variance of objective func-
tion Y = (acc.zs , acc. , , d, V). In continue sensitivity of Macpherson suspension is
computed by the variance in Xi , weighted by the first-order partial of Y with respect
to Xi .
Determining a formulation for the variance that each input parameter of vehicle suspen-
sion Xi related to the variance of vehicle suspension objective function V(Y) is the main
goal of utilising variance-based approach in this case.
The vehicle suspension model has a function which is described as Y = f (X), where Y
denotes the output and x1 , . . . , xk are independent parameters of suspension geometry.
As vehicle suspension is a complex model, different objective functions are considered for
analysing most important input parameters. Acceleration of sprung mass (acczs ), angular
acceleration of control arm (acc. ), roll angle (), relative displacement of sprung mass
and unsprung mass (d) and relative velocity of sprung mass and unsprung mass (V) are
considered simultaneously for determining the most important input parameters which
have large effects on the suspension behaviour. In this method, an upper and lower limits
are considered for each input variables which varying over its probability density function.

In the case that an exact value of x is considered for input parameters, the problem is
ranking the vehicle suspension input based on their variance. By taking the variance of all
suspension parameters except

Xi , the conditional variance of Y given Xi = x i is presented as Var(Y/Xi = x i ). In geom-
etry suspension model, it is not possible to determine an exact value for the geometry
parameters. In this case, average of conditional variance is considered for all the value

which could be determined as x of Xi , that is, E[Var(Y | Xi )] is the estimated value through
the overall variation of suspension parameter Xi .
In the case that, there are unconditional variance of outputs, Var(Y), in the model and by
considering Var(Y) = Var(E[Y | Xi ]) + E[Var(Y | Xi )], the conditional variance would be
determined as Vi = V(E[Y | Xi ]). The presented equation is utilised as importance index
of Xi on the variance of Y. Normalising this equation presents the SA by Sobol (i ) [38]:
var[E(Y/Xi )]
i2 = (40)
var(Y)
E(Y/Xi = x) and Var[E(Y/Xi = x)] present the regression function and its variance,
respectively [31]. Equation (40) represents variance of output as a result of input parame-
ters (Xi ).
The regression theory is used to match the input data to an estimation equation that
gives the output values with a minimum mistake. The least squares linear regression is
a commonly used approach in this case. Thus the input N.k data is fitted to an estimated

linear equation (Yi = 0 + kj=1 1 Xij + i ). In this equation 0 , 1 and i are the constant
value and the regression coefficients which should be specified and an error because of the
assumptions, respectively. The constraint of minimising the sum of the squared difference
between the line and the data points in Y is applied to the model.
In continue a coefficient is presented to measure how the regression model fit to the
original data.
N 2
2 i=1 (Yi Y)
= N 2
, (41)
i=1 (Yi Y)
where Y, Yi and Y are the assumed output based on regression model, observed values and
their mean, respectively. The Equation (41) presents the accuracy of the regression model
and in the case that it is value is so close to 1, the estimated model is a suitable one. j,
j = 1, . . . , k, indicated the contribution of input parameters and the output. In the case
that the coefficient is related to the X and Y, the regression model is normalised in order to
omit the unit from the SA coefficient. In Equation (42), j j / presents the SA coefficient.
Yi Yi
j j Xij Xj
k
= , (42)
j=1
j
N 1/2

(Yi Y)2
= ,
N1
i=1
1/2

N
(Xij Xj )
2
j = . (43)
i=1
N1
Equation (43) presents Pearson correlation coefficient [30,31,39] which is a suitable

method for SA of vehicle suspension.
The stochastic approaches of {x } =1;...;Nsample and {y } =1;...;Nsample are selected in the
case that x is uniform and independent and y is output of suspension. The Pearson
correlation coefficient is combination of xt and yt which is presented as:
E[(x x )(y y )]
PCC = , (44)
x2 y2
which x = E(x ), y = E(y ), x2 = E[(x x )2 ] and y2 = E[(y y )2 ]. The esti-

mated PCC is dependent; Thus, the sample number could be used instead of E and the
expression would be written as follows:
1 Nsample
Nsample =1 [(x x )(y y )]
PCC = , (45)
x2 y2
Nsample Nsample
which x = (1/Nsample ) =1 x , y = (1/Nsample ) =1 y , x2 = (1/Nsample )
Nsample 2 Nsample 2
=1 (x x ) and y = (1/Nsample ) =1 (y y ) . The mentioned Pearson
2
correlation coefficient is obtained by median of the samples [3941].

In this paper an approach for estimating Pearson correlation (Pij ) which utilised two
random variables xi, and xj, [40]. In this case, Pearson correlation coefficient provided an
efficient method for declaring the strength of the linear relationship between two variables
where = 1, . . . , N sample , N sample is the sample number, i = 1, . . . , N var and N var is the
variable number.
Nsample
=1 (xi, M(xi, ))(xj, M(xj, ))
Pi,j = , (46)

Nsample Nsample

(xi, M(xi, ))2 (xj, M(xj, ))2
=1
=1
Nsample Nsample
1
1
M(xi, ) = xi, , M(xj, ) = xj, .

Nsample Nsample
=1 =1
Tables 1 and 3 represent the suspension parameters and its variations, respectively. In
the sensitivity analysing method, which has been presented in this paper, some of vehicle
parameters values considered as constant parameters such as 0 , and some are deter-
mined through a distribution technique. The method of minimum and maximum ranges
was determined as the distribution technique which is shown in Table 3.
In the optimisation model, some parameters have large influences on the vehicle
behaviour whereas some have a little influence on the vehicle performance. A typical opti-
misation technique does not consider rate of the input parameters on the output of the
model and use all design parameters as equal. This matter puts some weakness in the opti-
misation procedure which causes the application of sensitivity algorithm in order to present
an accurate optimised design [42]. The parameter sensitivities can also be useful for deter-
mining where future computational and experimental efforts should be focused; it is not
necessary to spend a lot of effort for calculating or measuring physical parameters that do
not have a significant effect on the product quality [16].
The importance level of each parameter according to each objective function indi-
cated in Table 4. Increasing the value of Pearson correlation coefficient declares the higher
importance of the parameter.
Table 4 indicates a measure for sensitivity of suspension geometry according to the
parameters. The final output of SA is obtained by summing the absolute values of SA
in each parameter for all the objective functions. As presented in this table the greatest
SA with respect to sprung mass acceleration, control arm rotating acceleration, control
arm rotating angle, relative wheel displacement and relative wheel velocity is related to the
damping coefficient. This effect is related to the ability of dampers in absorbing the vibra-
tions. The pair-wise scatter plot samples and Pearson correlation matrix for the parameters
are presented in Figure 10 and Table 5, respectively.
Figure 10 and Table 5 indicate a measure of the strength for the linear relationship
between two variables. For some parameters, strong correlations can be observed. For
example, there is a near 0.06 correlation between the stiffness wheel coefficient, K t and
the distance of origin and upper strut mount a . The same correlation is between the c
Table 3. Variation of suspension parameters.

Front spring Front damper Sprung mass Unsprung
stiness (ks ) coecient (cs ) (ms ) mass (mu ) A B C kt
Uniform Min 25,000 1350 300 20 0.6 0.27 0.3 1.9e5
Max 35,000 5500 350 25 0.7 0.37 0.4 2.3e5
Table 4. SA of modied suspension geometry.

PearsonCCs ks a b c cs ms mu kt
acc.z s 0.040 0.002 0.373 0.394 0.716 0.296 0.011 0.256
acc. 0.032 0.006 0.443 0.0112 0.827 0.016 0.165 0.237
0.060 0.07 0.451 0.078 0.808 0.110 0.074 0.118
d 0.132 0.090 0.404 0.144 0.836 0.038 0.024 0.014
V 0.003 0.005 0.410 0.326 0.794 0.007 0.071 0.150
OverALL 0.267 0.173 0.95 0.775 3.981 0.467 0.345 0.775
Importance 1 2 3 4 5 6 7 8
acc.z s cs c b ms kt ks mu a
acc. cs b kt mu ks ms c a
cs b kt ms c mu a ks
D cs b c ks a ms mu kt
V cs b c kt mu ms a ks
Overall cs b c kt ms mu ks a
Figure 10. Pair scatter plots for parameters of the modied model.
and spring stiffness coefficient. This means that the rate of kt / a and ks / c control the rate
of response. Figure 11 presents a feasible method for designing a vehicle suspension by
considering its geometry. This data is not available by just considering experiment data.
Figure 12 represents the distribution boxplot. Each box-plot represents the lower (25%),
median (50%), and upper (75%) quartiles.
Table 5. Correlation matrix of vehicle suspension parameters.

a 0.010809
b 0.02408 0.03267
c 0.05971 0.021901 0.033559
cs 0.02115 0.036093 0.00138 0.00317
ms 0.002793 0.018035 0.009852 0.0029 0.01974
mu 0.013265 0.03433 0.03299 0.03088 0.025822 0.006979
kt 0.01582 0.06024 0.02253 0.02764 0.01116 0.038952 0.04084
ks a b c cs ms mu
Figure 11. SA of modied geometry model.
Figure 12. Box plot of vehicle suspension model.
5. Conclusion
In this paper, a methodology is presented for analysing the sensitivity of vehicle suspension
geometry which leads to a better and more accurate design of vehicle suspension. Pear-
son correlation coefficient framework is utilised for sensitivity method to design geometry
of Macpherson suspension. This method employs Monte Carlo base approach to obtain
distribution of the model parameters. A modified geometry model is enhanced to adapt
with the Pearson correlation coefficient. This method is validated via a multi dynamic
simulation method which is called ADAMS/CAR and experimental test. The Adams Car
simulation results and experimental test, which is held in one of main Iranian automak-
ers (SAIPA), indicated that the modified geometry model is accurate and adequate for
analysing a quick and proper kinematics of Macpherson suspension mechanism. This
method indicates that it is not necessary to consider all the parameters in suspension
analysing since some parameters have a small effects in suspension performance. It was
understood that the most sensitive parameter is damping coefficient and the output is less
sensitive to the top mount position of strut so that it could be ignored in geometry design-
ing. The results of this simulation indicate a high correlation between some parameter of
suspension; for instance a correlation rate about 0.06 is between kt and a and also between
c and ks .
Disclosure statement
No potential conflict of interest was reported by the authors.
ORCID
Abolfazl Khalkhali http://orcid.org/0000-0003-1179-1963
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Appendix
In Equation (12):
T = 12 (ms + mu )zs2 + 12 mu c2 2 + mu c cos( 0 ) zs ,

V = 12 ks [2al bl (cos + cos( )) 2{a2l al bl (cos + cos( )
+ b2l cos cos( )))1/2 ]
+ 12 kt [zs + lc (sin( 0 ) sin(0 )) zr ]2 ,
2
1 bl sin( )
D = cp ,
2 2(al bl cos( ))1/2
2
cp b2l sin2 ( )
D= .
8(al bl cos( ))
In Equation (27)
f1 kt lc sin2 (0 )
= ,
x1 D1
f1
= 0,
x2

f1 1 1 d
= 2 ks b + cos( + 0 )
x3 D1 2 (c d cos( ))1/2

1
d2 sin( ) 2 2
ks sin cos(0 ) kt c sin (0 ) cos(0 )
2 2(c d cos( ))3/2

2 2 d
[ms c + mu c sin (0 )] + mu ks c sin cos (0 ) b + ,
(c d cos( ))1/2
f1 1 cp b2 sin2 ( )
= .
x4 D1 4(a b cos( ))
In Equation (27)
f2
= 0,
x2
f2 ms kt c cos(0 )
= ,
x1 D2

f2 1 1 d
= 2 (ms + mu )ks cos( ) b +
x3 D2 2 (c d cos( ))1/2

1
d2 sin( ) 2 2
(ms + mu )ks sin kt c sin (0 ) cos(0 )
2 2(c d cos( ))3/2
1
[ms mu c + m2u c2 sin2 (0 )] (ms + mu )m2u ks c2 sin sin(0 ) cos(0 )
2

d
b + ,
(c d cos( ))1/2
2
1 (ms + mu )cp b sin ( )
2
f2
= .
x4 D2 4(a b cos( ))

An Efficient Sensitivity Analysis Method For Modified Geometry of Macpherson Suspension Based On Pearson Correlation Coefficient

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Vehicle System Dynamics

International Journal of Vehicle Mechanics and Mobility

ISSN: 0042-3114 (Print) 1744-5159 (Online) Journal homepage: http://www.tandfonline.com/loi/nvsd20

An efficient sensitivity analysis method for

Mohammad Hasan Shojaeefard, Abolfazl Khalkhali & Sadegh

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An efficient sensitivity analysis method for modified

ABSTRACT ARTICLE HISTORY

CONTACT Abolfazl Khalkhali ab_khalkhali@iust.ac.ir

zs sprung mass displacement (m)

2. Experimentally verified ADAMS/CAR Renault Logan simulation

Figure 1. Full vehicle simulation of Renault Logan car in ADAMS.

Table 1. Basic dimensions of Renault Rogan.

Figure 4. 4-post experimental test in one of main Iranian automaker (SAIPA).

3. Modified geometry model of Macpherson suspension

The mechanism of Macpherson suspension has two degree-offreedom (DOF): One

Figure 5. Front suspension model of Renault Logan car in Catia.

Figure 6. Schematic of modied Macpherson mechanism.

Equation (1) [24].

3.1. Dynamic equations of vehicle suspension

= (A2 + B2 2A B cos )1/2

The equations of motion will be presented as:

[x1 x2 x3 x4 ]T = [zs zs ]T , (18)

where D1 and D2 are computed by Equation (22).

Finally, the linear model will be presented as:

x = Ax(t) + Bzr (t), x(0) = x0 ,

3.2. Response to the step input

3.3. Response to the random road profile

3.4. Vibration model of the vehicle suspension system

Table 2. Road roughness values classied by ISO 2631.

[M]z + [c]z + [k]z = zr , (32)

L(zr (t)) = [0 kt ]T Zr (s). (34)

Z(s) = ([M]s2 + [c]s + [k])1 [0 kp ]T Zp (s). (35)

Frequency domain is a special mode of Laplace which jw is substituted with s. Vertical

Figure 9. Comparing results of quarter model and modied geometry model.

4.1. Pearson correlation coefficient

Equation (43) presents Pearson correlation coefficient [30,31,39] which is a suitable

which x = E(x ), y = E(y ), x2 = E[(x x )2 ] and y2 = E[(y y )2 ]. The esti-

correlation coefficient is obtained by median of the samples [3941].

M(xi, ) = xi, , M(xj, ) = xj, .

Table 3. Variation of suspension parameters.

Table 4. SA of modied suspension geometry.

Table 5. Correlation matrix of vehicle suspension parameters.

Figure 11. SA of modied geometry model.

Figure 12. Box plot of vehicle suspension model.

[12] Nemeth B, Varga B, Gaspar P. Design of a variable-geometry suspension system to enhance

T = 12 (ms + mu )zs2 + 12 mu c2 2 + mu c cos( 0 ) zs ,

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