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SAE TECHNICAL
PAPER SERIES

Design Method of Test Road Profile for Vehicle

Accelerated Durability Test

Won Wook Jung and Byung Hoon Min

Hyundai Motor Co.

Seventh International Pacific

**
and
=For
The Engineering Society
Advancing Mobility
sea ~ i and
r space,
Conference and Exposition
on Automotive Engineering
Phoenix, Arizona
I N T E R N A T I O N A L November 15-19,1993
400 CommonwealthDrive, Warrendale, PA 15096-0001U.S.A. Tel: (412)776-4841 Fax:(412)776-5760
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Design Method of Test Road Profile for
Vehicle Accelerated Durability Test
ABSTRACT
This report explains the basic theory of
designing the accelerating durability test road and
the role of each factors contributing to the test
road surface profile. Also this road is designed by
considering the charactors of vehicle suspension
system and conditions of driving. In test road
, the factors affecting to the vehicle structural
durability are correlation among surface shape of
road profile, frequency of vehicle suspension
system,distribution of axle twist angle and vibration
of road profile height.
Road PSD magnitude and frequency delay is
used to control these factors relation.
INTRODUCTION
It takes long term about 3-5 years for car
maker to develop new vehicle and several months
to test durability and performance of vehicle. It is
useless to test durability of vehicle for 10-20 years
in order to prove field conditions exactly. Threfore
test engineer have to perform accelerating test.
In test, the most important thing is how accurately
it appear the field failure phenomenons into
proving ground accelerated durability test results.
The accelerated durability tests of vehicle are
divided into two types. One is driving on a road of
severe surface profile. The other is driving with
increased test weight. Any way, the key point is not
testing severe abnormally, but reappearing field
failure phenomenons correctly. It should not test
any special parts severely and weekly. The proving
ground test results need the same tendency of the
failure comparing with that of field. The quantity of
input stress affecting to the vehicle structure is
Won Wook Jung and Byung Hoon Min
Hyundai Motor Co.
measured and matched with field condition's
according to car maker's own method. This report
deal with design method of accelerated durability
test road and several factors affecting to the road
surface profile. Firstly,the effect of PSD magnitude
is analyzed according to the frequency range.
Frequency range is divided into three ranges: low
frequency range which is deciding general road
profile shape,medium and high frequency which is
controlling the variation of road profile height. The
influence of PSD magnitude is analyzed among
axle twist angle distribution, variation of road
profile height and shape of road surface profile.
Secondly, the effect of phase delay of each freq-
uency is analyzed. Thirdly, The best suitable road
profile is suggested including even the charactors
of vehicle suspension vibration frequency. The
analysis of road profile is composed of magni-
tude of PSD, distribution of axle twist angle and
vibration of road surface profile height.
DESIGN METHOD OF ACCELERATED
DURABILITY TEST ROAD PROFILE
The design procedure of accelerating durability
test road profile is as (Fig.1). In designing road
profile, PSD (Power Spectral Density) represents
the auto spectrum of road profile signal Y(x),where
Y(x) is the spectral density function of road ampli-
tude with respect to road distance x.PSD is a basic
data to decide road surface profile and several
types of PSD is published in engineering reports.
But, it is impossible to know road profile exactly
with only PSD. Even using the same PSD, the road
profile can be changed according to the selected
phase delay. In order to consider the frequency
affecting to the vehicle's structural fatigue, the
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START

ANALYZE THE EFFECT OF EACH ROAD

OF TWIST ANGLE AND
STEP HEIGHT AFFECTING TO
THE VEHICLE DURABILITY CALCULATE PSD OF MEASURED

THE
CHARACTORS
OF SUSPENSION
_ i
ANALYZE THE RELATION BETWEEN
EACH ROAD AND PSD

.-- t
DECIDE REQUIRED DECIDE PSD AND .
1
STEP HEIGHT AND PHASE DELAY
TWIST ANGLE
t
I CALCULATE 1
ROAD NO AND PHASE
PROFILE DELAY
4
YES I I
C
FIX ROAD PROFILE

BUILD A PART OF ROAD

PROFILE TO TEST
C
I
CONSIDER TEST CONDITIONS I
- SPEED L

- WEIGHT 1
CALCULATE THE SEVERITY
OF CONSTRUCTED TEST NO
ROAD

YES 1
0 CONSTRUCT REMAIN ROAD

[
t
END 1
Fig.1 The procedure of design method of accelerated durability test road

frequency range of PSD is set from 0.025 cycle/m relation between PSD P(f) and mean square value
to 5 cycle/m.Generally,PSD magnitude of low freq- (dl is
uency are affect to the total shape of road profile.
PSD magnitude of middle and high frequency area d = J&fldf
affect to the step height, where step height is the Mean squarevalue of sine wave has relation with
height difference of neighboring road blocks. The power spectral density.
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Where the amplitude of Y j is

If every frequency's height of jth coordinates were

describing with f and f i+l added, the total of Yj become the height of j th
road profile

This can be represented as Fig.4 .

Fig.2 PSD curve

= p(~i)d~
f

,
' =P(fi+fi+l,x(fi+l- f,,

Jm
2

o;:=
=

Fi = 2

If thre is a sine wave with amplitude Oj and

frequency Fi. This represented equation is

where 6 : Phase delay Fig.4 Summation of amplitude

JZ oi : Amplitude
F~ : Frequency Whrere <is random value indicating phase delay.
The phase delay of low frequency affects to the
This equation can be represented as Fig.3. height of road profile in high extend. So It is
desirable to consider low frequency phase delay
carefully. Using this method, one road profile can
be made along the vehicle running direction. As
the increasing width of road, there can be made
many road profiles by changing phase delay.This
road induce abrupt height difference being origi-
nated by the independent road profile along the
width of road.lf a passenger car droved strait along
the lengthwise, It would run a regular road profile.
But in case of driving zigzag. it would run a differ-
Fig.3 Sine wave ent road profile. Sometimes it would drive high step
height area which occur abnormal conditions to the
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vehicle. To avoid abrupt height change, the point
level of crosswise is made to regress to the
equation of the 3rd degree curve. After deciding
4 point of road heights by different 4 road profiles
which are made by proper phase delays, one can
make the 3rd degree curve by these 4 points.each
height point of roads can be made by this inter-
linear the 3rd degree curve points.
not with step height.Basic shape of lenthwise road
profile can not be changed by PSD, only it can be
changed by starting point of the lowest frequency.
In medium frequency ranges, the larger the
PSD

DETERMINATION OF PHASE DELAY

At selected point, the height of road can be

calculated by equation.

frequency (c/m)
Fig.5 Low frequency change
Each road profile can be made from the summa-
tion of 200 amplitudes of each frequency (0.025
PSD
cycle/m - 5 cycle/m: with 200 step). As overlaping
the amplitude of similar frequency with similar
phase delay,the peak height of road can be raised CASE 1-3
and the valley depth of road can be descended. In
one cases,the phase delay of three lower frequen-
cy sine wave is considered to design accelerated
durability test road properly. The phase delay of .. ,. \
medium and high frequency sine wave is random O.b8 i 0.5

data which is obtained from computer.Phase delay frequency (dm)

is applied to the 4 road profile so as to make Fig.6 Medium frequency change
appropriate axle twist angle distributions. (table 1)
PSD
EFFECT OF PSD
CASE 1 -4
The effect of PSD is divided into 3 ranges as
Fig.5, Fig.6, Fig.7: low frequency range below
0.075 cyclelm, medium frequency 0.08-0.5
cyclelm, high frequency above 0.5 cyclelm. In low
frequency ranges,the higher the magnitude of PSD,
the bigger peak to valley distance of road profile.
Although twist angle is larger in proportion to PSD, frequency (dm)
step height does not change.Therefore it is certain Fig.7 High frequency change
that PSD has a linear relation with twist angle but

Basic road profile

frequency of sine wave 1st 6th 13th 18th

0.025 c/m (40m) 0 1/12 118 114

0.050 c/m (20m) 113 1/3+1/12 1/3+1/8 1/3+1/4

0.075 c/m (13.3m) 112 1/2+1/12 1/2+1/8 1/2+1/4

Table.1 An example of phase delay

4
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amount of PSD, the larger the change of step
height. But the maximum peak to valley distance
and twist angle changing is smaller than that of
step height. In high frequency ranges, as increas-
ing the PSD amounts, the step height, twist angle
and distance peak to valley is inceasing in
small changes. But the PSD change of partial high
frequency area do not influence to the road profile.
The influence of PSD in road profile (Fig.8- Fig.l3),
twist angle distribution (table.2 , Fig.14 - FIG.15 ),
STEP height distribution (table.3 , Fig.16 - Fig.17)
is as follows.

- ,- 40 40
DISTANCE (m) DISTANCE (m)

Fig.8 Road profile of case 1 Fig.9 Road profile of case 1-1

-
-1WI
8".

.
DISTANCE(m)
I
40
I - .- 0
DISTANCE (m)
I
40

Fig.10 Road profile of case 1-2 Fig.11 Road profile of case 1-3

-
- 140
30,

-100 , I
DISTANCE (m) 40 DISTANCE(m) 40

Fig.12 Road profile of case 1-4 Fig.13 Road profile of case 1- 5

80
80
70

80
50
40
3z 30
20
10
I I
0' L=--q=-- I
85 -8 5 -0 5 85
-4.5 .ANGIF
.. 35
CASE1 CASE 1-3
+ CASE 1-1' CASE 1-2 + CASE1-4' CASE1-5
Fig.14 Twist angle distribution Fig.15 twist angle distribution
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No. of No. of No. of No. of No. of No. of

ANGLE Case 1 Case1 -1 Case1 -2 Case1 -3 Case1 - 4 Case1 -5
-8.5 0 0 0 0 0 0
-7.5 0 0 0 0 0 0
-6.5 0 0 0 0 0 0
-5.5 0 0 0 0 0 0
-4.5 0 1 0 4 1 0
-3.5 2 6 0 9 5 2
-2.5 7 14 4 19 5 7
-1.5 25 34 13 39 37 27
-0.5 66 56 66 32 57 62
0.5 63 44 87 44 53 65
1.5 41 35 56 39 40 44
2.5 33 32 15 24 30 30
3.5 9 18 5 25 11 9
4.5 0 6 0 6 7 0
5.5 0 0 0 0 0 0
6.5 0 0 0 5 0 0
7.5 0 0 0 0 0 0
8.5 0 0 0 0 0 0
9.5 0 0 0 0 0 0

Table.2 Twist angle distribution

STEP No. of No. of No. of No. of No. of No. of

HEIGHT(mm) Case 1 Case1 -1 Case1 -2 Case1 -3 Case1 -4 Case1 -5
-100 0 0 0 0 0 0
- 90 0 0 0 0 0 0
- 80 0 0 0 1 0 0
-70 0 0 0 2 0 0
-60 0 0 0 5 1 0
-50 0 0 0 9 2 0
-40 1 2 1 10 6 1
-30 6 8 3 19 12 5
-20 15 20 17 24 27 16
- 10 46 42 44 29 39 46
0 64 61 65 33 49 63
10 67 62 72 35 41 67
20 42 40 42 34 42 42
30 17 21 14 22 25 18
40 5 7 5 18 13 5
50 1 1 1 10 5 1
60 0 0 0 7 3 0
70 0 0 0 4 0 0
80 0 0 0 2 0 0
90 0 0 0 1 0 0
100 0 0 0 0 0 0
Maximum height 76.6 101.3 59.1 102.1 85.3 76.7
Minimum height -1 03.3 -1 38.5 -78.4 -123.5 -118.8 -103.0
Difference (mm) 179.9 239.8 137.5 225.6 204.1 179.7

Table.3 Step height distribution

6
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90 W
80 80
70 70
60 60
50 50
a:
2
40 4 40
3
z
30 5
z
30
20 20
10 10
0

CASE 1 CASE 1-3

+ CASE1-10 CASE1-2 CASE 1-4O CASE 1-5
Fig.16 Step height distribution Fig.17 Step height distribution

frequency ranges. (Table.7,10,1 1 ,Fig.21,25,27)

EFFECT OF PHASE DELAY
In low frequency ranges, phase delay affects
to the twist angle, amplitude and does not affect
to the step height. (Table.5,10,11 , Fig.19,24,26 )
+0.5 phase delay of case 1 become reversal
shape of case 1. (Table.6,10,11 , Fig.20,24,26 )
It become maximum distance of peak to valley
when a few point of phase is the same in low
In medium and high frequency ranges phase delay
does not affect to the shape of profile, step height
and twist angle. So it is not necessary to consider
the phase delay. (Table.8,9,10,11 ,Fig.22,23,25,27)
Generally the change of the first phase delay at
the lowest frequency among the lenghwise profile
does not affect to the step height and twist angle
but to the surface shape of profile.

STANDARD PHASE DELAY(CASE 1 PSD)

FREQUENCY I Basic road orofile

Fig.18 Road profile of case 1

Table.4 Phase delay of case 1

FREQUENCY Basic roa profile

( c/m ) Ist 6th 13th
0.025 0.197 0.014 0
0.05 0.529 0.026 0.549
0.075 0.5 0.533 0.625
0.1 0.333 0.416 0.458
0.1 25 0 0.0833 0.125
0.1 5 0.71 0.702 0.1 07
0.1 75 0.425 0.987 0.693 - I."
-100' ; I I
0.2 0.573 0.965 0.527 DISTANCE (m) 40

0.225 0.865 0.201 0.957

Fig.19 Road profile of Case 1 -A

Table.5 Phase delay change of low frequency : Case 1-A

7
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FREQUENCY Basic road profile

160
( c/m ) Ist 6th 13th 18th 140
120
0.025 0.5 0.583 0.625 0.75 100
w
0.05 0.833 0.916 0.958 0.083 W
40
0.075 0 0.033 0.125 0.25 20
0
0.1 0.529 0.026 0.549 0.794 -20
-40
0.125 0.197 0.014 0 0.379 -W
-w
0.15 0.71 0.702 0.107 0.475 - 100
- 120
0.175 0.425 0.987 0.693 0.56 - I40
- 160
0.2 0.573 0.965 0.527 0.885 DISTANCE (m) 40

0.225 0.865 0.201 0.957 0.74

0.25 0.998 0.976 0.196 0.89 Fig.20 Road profile of Case 1-6
0.275 0.309 0.731 0.554 0.162
0.3 0.706 0.938 0.21 1 0.065

Table.6 +0.5 Phase delay change of low frequency : Case 1-6

FREQUENCY Basic road profile

. ( c/m ) 1st 6th 13th 18th
0.025 0 0 0.5 0.5
0.05 0.25 0.25 0.75 0.75
0.075 0.75 0.75 0.25 0.25
0.1 0.75 0.75 0.25 0.25
0.125 0.197 0.197 0.697 0.697
0.1 5 0.71 0.71 0.21 0.21
.--
DISTANCE(m) U)

4.9 0.081 0.081 0.581 0.581

4.925 0.583 0.583 0.083 0.083 Fig.21 Road profile of Case 1-C
4.95 0.441 0.441 0.941 0.941
4.975 0.04 0.04 0.54 0.54
?
5 0.486 0.486 0.986 0.986

Table.7 The same peak point of phase delay : Case I-C

FREQUENCY Basic road profile

(d m) 1st 6th 13th 18th
0.025 0 0.0833 0.125 0.25
0.05 0.333 0.416 0.458 0.583
0.075 0.5 0.533 0.625 0.75
0.1 0.529 0.026 0.549 0.794
0.125 0.197 0.014 0 0.379
oil5 0.71 0.702 0.107 0.475
0.175 0.425 0.987 0.693 0.56
0.2 0.244 0.048 0.171 0.279

1 0.573 0.965 0.527 0.885 Fig.22 Road profile of Case 1-D

1.025 0.134 0.176 0.178 0.472
0.95 0.998 0.976 0.196 0.89

Table.8 Phase delay change of medium frequency: Case 1 -D

8
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FREQUENCY Basic road profile

( c/m ) 1st 6th 13th 18th
0.95 0.284 0.697 0.424 0.996 .Z"
too
m
0.975 0.163 0.83 0.147 0.819 m

1 0.244 0.048 0.171 0.279

0
1.025 0.486 0.369 0.788 0.497 5 -20
g -40
1.05 0.04 0.224 0.912 0.237 r -0
-00
1.075 0.441 0.129 0.402 0.394 -100
- 120
1.1 0.583 0.342 0.894 0.855 - 140
- tm
4.9 0.416 0.65 0.843 0.453
4.925 0.684 0.103 0.098 0.777 Fig.23 Road profile of Case 1-E
4.95 0.533 0.55 0.562 0.806
4.975 0.38 0.495 0.773 0.768
5 0.134 0.176 0.178 0.472

Table.9 Phase delay change of high frequency : Case 1-E

ANGLE
-8.5
No. of
Case 1
0
No. of

0
No. of
Casel -A Casel -B Case1
0
No. of

0
No. of
No. Of-C Casel -D Casel -E
0
I
-7.5 0 0 0 0 0
-6.5 0 0 0 0 0
-5.5 0 0 0 0 0
-4.5 0 3 0 0 0
-3.5 2 7 0 0 1
-2.5 7 30 9 4 8
-1.5 25 46 28 25 29
-0.5 66 29 54 73 58
0.5 63 32 69 58 56
1.5 41 35 44 53 58
2.5 33 30 33 27 31
3.5 9 18 7 6 4
4.5 0 13 2 0 1
5.5 0 0 0 0 0
6.5 0 3 0 0 0
7.5 0 0 0 0 0
8.5 0 0 0 0 0
9.5 0 0 0 0 0

Table.10 Twist angle distribution

W 90
80 80
70 70
60 60
50 50
u
# 40 40
5
z
30 30
20 20
10 10
0
1
-8.5
O CASE1
0--
-8 5
:
-h5
'-
&k
CASE 1-C
O
1

315
*T.,

8.5

+ CASE 1-Ao CASE 1-0 * CASE 1-U' CASE 1-E

Fig.24 Twist angle distribution Fig.25 Twist angle distribution

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STEP No. of No. of No. of No. of No. of No. of

HEIGHT(mm) Case 1 Case1-A Case1-B Case1 -C Case1 -D Case1 -E
-1 00 0 0 0 0 0 0
-
90 0 0 0 0 0 0
-
80 0 0 0 0 0 0
-70 0 0 0 0 0 0
-
60 0 0 0 0 0 0
-50 0 0 0 0 0 0
-40 1 1 1 2 1 1
-30 6 6 6 5 4 5
-20 15 16 16 19 19 18
-10 46 43 46 45 41 44
0 64 65 61 62 66 37
10 67 69 67 61 74 64
20 42 41 45 46 36 42
30 17 16 17 19 16 17
40 5 6 5 5 6 5
50 1 1 1 1 1 2
60 0 0 0 0 0 0
70 0 0 0 0 0 0
80 0 0 0 0 0 0
90 0 0 0 0 0 0
100 0 0 0 0 0 0
Maximum height 76.6 91.4 97.4 113.0 74.0 72.6
Minimum height -103.3 -92.5 -72.2 -126.5 -114.1 -102.5
Difference (mm) 179.9 183.9 169.6 239.5 188.1 175.1

Table.11 Step height distribution

90 90
80 80
70 70
60 60
50 50
u
W
a
m 40 40
9z 30 4z 30
20 20
10 10
0 ---- ---- 0 ---- - - - -
-loo -m- H E ~ m ( m Ia q -100 -60- H E e w ( m a Iq
CASE 1 CASE I - C
+ CASE 1-Ao CASE 1 -8 * CASE 1 -W CASE 1 -E

Fig.26 Step height distribution Fig.27 Step height distribution

abnormal impact. So resonance degree should be

THE RELATION BETWEEN ROAD PROFILE
AND SUSPENSION CHARACTORS OF
VEHICLE
Vertical vibrations of vehicle have different
charactors according to suspension type. If the
suspension frequency made resonance with road
profile,the vibration of vehicle would be increased.
Therefore, in the process of road profile design,
the resonance must be considered properly.When
the resonance degree is severe,the vehicle receive
proper to test fatigue damage of vehicle.ln general
,the wheel base of passenger car is 2200 - 2800
mm. This vehicle is the worst condition on driving
4400-5600 mm period of road profile. If this road
period concur with vehicle suspension period,
resonance would be occured. To avoid this
resonance, PSD and phase delay should be
considered. For exsample; if the vehicle named X
is received abnormal impact damage so long as
it drive road A ( Fig 28).This impact damage of X-
car driving on road A can be measured by
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Fig.28 Example road A

2.5
2
FRT SPRUNG MASS
1.5
1
0.5
0
-0.5
-1
-1.5
-2

Fig. 29 FFT analyzed X-car vibration mode on road A.

accelerometer. This measured acceleration signal . It should be considered wheel base and natural
can be translated into Fig.29 By FFT. Fig.29 shows frequency of vehicle sprung mass.
high PSD of 1.7Hz region. On occasion of driving . It is needed to decide the degree of twist angle
35 KPH, The vibration of 1.7Hz frequency can be and step height.
represented sine wave form of 5.7 M period. So in . PSD and phase delay should be selected
this speed, this car make resonance with this road. properly.
To avoid this resonance,PSD should be decreased - The amplitude of road profile is controlled
. As driving with X-car on this road A , 100mm by PSD.
distance of peak to valley with resonance condition - Twist angle increases in proportion to PSD
is the same impact damage to the 140mm distance but step height has no relation with PSD.
of peak to valley without resonance condition. - Basic shape of road surface profile is
( Fig28 ). To test a passenger car on this road, it controlled by the low frequency ranges.
should be considered not to exceed this degree of - Step height is changed by the PSD of
road profile angle. The abrupt up slope after gentle medium frequencies.
slope give the most severe damage to the vehicle - Phase delay does not change step height but
structure ( Fig.28 IV > II > I > 111 ). Sequential twist angle highly.
resonance profile increses structural impact badly - Phase delay of medium frequency does not
( Fig28 111 = 111-1 ). influence to the road profile, so it is needed
to consider only low frequencies.
CONCLUSIONS . Considering all the above mensioned factors,
the test road profile should be designed to
This report suggests the design method of reappear field condition problems exactly the
accelerated test road.The effect of factors to decide same.
the charactor of road profile are as follows.