Development of a Refined Quarter Car Model for the Analysis of Discomfort due to Vibration

<table> (a) Wheel hub response comparison and (b) vehicle body response comparison (damping coefficient is 1500 Ns/m),  (<svg height="2.075" id="M20" style="vertical-align:-0.1638pt" version="1.1" viewbox="0 0 19.450001 2.075" width="19.450001" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink">
<g transform="matrix(.017,0,0,-.017,.062,1.813)"><path d="M160 -12q-24 0 -39.5 16t-15.5 42q0 24 16 40.5t40 16.5t40 -16.5t16 -40.5q0 -26 -16 -42t-41 -16zM485 -12q-24 0 -39.5 16t-15.5 42q0 24 16 40.5t40 16.5t40 -16.5t16 -40.5q0 -26 -16 -42t-41 -16zM806 -12q-24 0 -39.5 16t-15.5 42q0 24 16 40.5t40 16.5t40 -16.5
t16 -40.5q0 -26 -15.5 -42t-41.5 -16z" id="x2026"></path></g>
</svg>): ordinary model, (—): Maxwell’s suspension model.</table>

Advances in Acoustics and Vibration

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Figure 2

Figure 2: Development of a Refined Quarter Car Model for the Analysis of Discomfort due to Vibration 