30

CHAPTER 3
QUARTER AIRCRAFT MODELING

3.1

GENERAL
In this chapter, the quarter aircraft model is developed and the

dynamic equations are derived. The quarter aircraft model is two degrees of
freedom model to deal with a single landing gear. The most commonly and
widely used model for representing any vehicle suspension system is a quarter
model. A quarter model is a simple model with two translational degree of
freedom, which can depict the basic principle involved in a ride problem. This
model essentially consists of a proper representation of controlling the
aircraft-body and landing gear variations during landing impact and taxing on
the surfaces with undulations. The advantage of using this model is that it
allows in controlling or modifying the landing gear parameters in a simple
manner, since it does not take into account any complex dynamics. However,
this model contains no representation of the geometric effects of an aircraft
and hence the effects of longitudinal and lateral interconnections cannot be
studied. Initially in this chapter, two system models representing the passive
and active landing gear system were modeled with the runway bump input for
parametric analysis of landing gear and for numerical simulations to compare
the dynamic response of passive and active landing gear.
Passive control of vibration is relatively simple, reliable, robust and
economical but it has its limitations. The control force generated in the
passive device, depends entirely on the natural dynamics. Once the device is
designed, after choosing the values of mass, stiffness coefficient, damping
coefficient, location, it is not possible to adjust the control forces that are

31

naturally generated in real time. Further, there is no supply of power from an

external source. Hence even the magnitude of the control forces cannot be
changed from their natural values. Then PID controller was designed and
implemented in the system model individually and, series of the simulation
runs were carried out for the system for different runway excitations. The
results which were obtained were then analyzed and a comparative study was
done to compare the system responses of the passive system with the active
system using PID controller. During a series of simulations, the effectiveness
of the controllers were validated and the controllers optimum tuning values
are obtained.
3.2

MODEL FORMULATION OF PASSIVE LANDING GEAR

Passive landing gear system consists of upper and lower chambers.

These two chambers are connected by an orifice. The upper chamber is filled
with pressurized nitrogen or air and the remaining upper and lower volume is
filled with hydraulic oil. The oil flow is regulated in the orifice area by
metering pin. This absorber produces spring and damping characteristics.
During the aircraft landing, the shock strut experiences compression and
extension. This motion forces the oil to pass through the orifice which
dissipates the large amount of energy created by landing impact. The oil flows
from the lower to upper chamber, compressing the nitrogen that stores the
remaining impact energy. This stored energy extends the shock strut and the
oil flows from the upper chamber thus dissipating the residual impact energy.
This compression and extension oscillation continues until all landing impact
energy dissipates. The schematic diagram of passive landing gear is as shown
in Figure 3.1.

33

Figure 3.2 Mathematical model of passive landing gear

3.2.1

Linear Model Assumptions

1.

All motions are in the vertical direction.

2.

Vehicle seat cushioning is neglected.

3.

Small motions.

4.

Gravity ignored (measurement from equilibrium position).

5.

Ground contact is maintained.

6.

Rigid suspension linkages and vehicle body.

7.

Damping in the tire.

8.

Linear tire behavior.

9.

No friction in suspension members.

10. Linear springs and dampers.

34

3.2.2

Dynamic Equation of Motion

By Newtons second law of force equilibrium method the dynamic

equations of motion are derived by using the free body diagram concept of
sprung mass

and unsprung mass

.The second order differential equation

describing dynamics of the passive landing gear is written by using free body
diagram.

Figure 3.3 Free body diagram of sprung mass

From the Figure 3.3, the equation of motion of sprung mass
representing the aircraft body is written as Equation (3.1)
+

)+

)=0

Figure 3.4 Freebody diagram of unsprungmass

(3.1)

35

From the Figure 3.4, the equation of motion of un sprung

representing the wheel components is written as Equation (3.2)
+

)+

)+

=0

(3.2)

The equations of motion for the two degree of freedom system can
be written in matrix form as Equation (3.3)
0
0

+
3.2.3

=0

(3.3)

Quarter Aircraft Model Parameters

The model parameters taken from the Fokker aircraft for numerical

simulation are given in Table 3.1 to analyze the vertical vibration levels such
as acceleration, displacement and shock strut travel of the passive landing
gear.
Table 3.1 Quarter aircraft model parameters
Description
sprung mass (

Value
8800 kg

unsprung mass ( )

260 kg

sprung mass stiffness rate ( )

4.08 10 N/m

sprung mass damper rate ( )

41944 N.s/m

unsprung mass tire stiffness rate (

unsprung mass tire damper rate ( )

1. 59 10 N/m
37411 N.s/m

36

Assuming sprung mass damping ratio

= 0.35,

The landing gear damping coefficient is

=

= 41944

The unsprung mass damping ratio and the tire damping coefficient as
=

c2

c
2 (k + k )m

2 2 k2 m=

37411Ns
m

These parameters will yield the frequency for the body mode and
the wheel mode.
1
2

3.2.4

1
2

= 1.083

= 13.951

Bump Model
A widely used method to construct fortified runways is the casting of

large plates using liquid concrete. These plates are separated from each other by
gaps filled with rubber. Aging of concrete runways causes the plates to settle
unevenly, leading to long wavelength bumps, ramps and steps at the gaps. Figure
3.5 illustrates an assumed half sine type runway bump of height 0.06 m and wave
length 44 m (0.8*55 m/s) over which the airplane travels. Figure 3.5 shows the
runway profile, generated as a function of time for simulations based on the
relation Time=Distance/velocity. The ride dynamic behavior of the aircraft

37

due to a sinusoidal excitation is investigated. The excitation frequency based

on the vehicle speed and the wavelength is computed as approximately 1.25
Hz (7.85 rad/sec) (frequency=velocity/wave length). The generated bump
input is used for the analysis of model parameters.
Runway bump input
0.06

0.05

0.04

0.03

0.02

0.01

10

time(s)

Figure 3.5 Bump input for simulation

3.3

SIMULINK MODELING OF PASSIVE LANDING GEAR

As MATLAB is a highlevel technical computing language and

interactive environment for algorithm development, data visualization, data

analysis, numerical computation and control system. Tool box software
provides tools for systematically analyzing, designing, and tuning linear
control systems. Simulink software is closely integrated with the MATLAB
environment. It requires MATLAB to run, to define and evaluate model and
block parameters. Simulink can also utilize many MATLAB features.
There are six steps to modeling any system in the Simulink:
1.

Defining the System

2.

Identifying System Components

38

3.

Modeling the System with Equations

4.

Building the Simulink Block Diagram

5.

Running the Simulation

6.

Validating the Simulation Results

The first three steps of this process is performed outside of the

Simulink software before building the model. Appendix 1.5 represents the
Simulink model in the block diagram form of the sprung mass equations of
motion given in Equation (3.1) and unsprung mass equations of motion given
in Equation (3.2). The model assumes that the sprung mass is free to move
through vertically and the unsprung masses have contact with the runway
surface. Thus, the vertical acceleration, velocity and displacement of the
aircraft center of gravity are functions of the vertical displacement of the
quarter aircraft model. The vertical acceleration, velocity, and vertical
displacement from the sprung mass dynamics and un sprung masses dynamics
are calculated by simulations.The developed simulink model of the passive
landing gear is validated with the active suspension using PID controller
(Mouleeswaran Senthil kumar 2008).The simulation of simlink model for
parametric analysis of passive landing gear system is done

through the

matlab programme in Appendix 1.1. The simulink block diagram of the

passive landing gear system for the simulation is shown in Appendix 1.5.
3.4

PARAMETRIC ANALYSIS OF PASSIVE LANDING GEAR

3.4.1

Unsprung to Sprung Mass Ratio Effect

The analysis has been performed by maintaining the aircraft

parameters constant, as specified in the Table 3.1 and changing the unsprung
mass. The quarter model un sprung mass changes from 50% of its nominal
value and through its nominal value and to a final 200% of the nominal mass.
These changes correspond to an unsprung mass to sprung mass change of
400%.The changing of un sprung mass is given in the Table 3.2.

39

Table 3.2 Unsprung mass range for analysis

Mass

Value(kg)

50% of unsprung mass

Base line

130
260

Un sprung to sprung
mass ratio
0.0147
0.0295

200% of sprung mass

520

0.0591

The response to an excitation of a bump input with amplitude of

0.06 m is used to simulate the sprung mass and unsprung mass system.
Figures 3.6 and 3.7 show that the body response is marginally changed by the
variation in the unsprung to sprung mass ratio and the results are tabulated in
Table 3.3.

Fuselage acceleration for different unsprung mass

2

50% of unsprungmaas
Base line
200% of unsprung mass

1.5

0.5

-0.5

-1

-1.5

-2

-2.5

time(s)

Figure 3.6 Acceleration response for different unsprung mass

40
Fuselage displacement for different unsprung mass
0.08

50% of unsprung mass

Base line
200% of unsprung mass
0.06

0.04

0.02

-0.02

-0.04

time(s)

Figure 3.7 Displacement response for different unsprung mass

Table 3.3 Dynamic response for change in unsprung mass
Characteristic
outcome
Body mode
frequency(rad/s)
Body settling time(s)
Body peak
displacement(m)
Body peak
acceleration(m/s)

50% of
unsprung mass

Base line

200 % of
unsprung mass

Body response is slightly affected

6.0723
6.0705
6.0667
5.8
0.0772

5.8
0.0773

5.9
0.0776

1.555

1.555

1.565

41

3.4.2

Landing Gear Spring Stiffness Effect

The analysis was done by varying the spring stiffness while

maintaining all other parameters constant, as shown in Table 3.1. The quarter
model spring stiffness changes from 50% of its value through the original
value and to a final 200% of the stiffness value. These changes correspond to
a stiffness change range of 400%.The sprung mass response to a bump input
shows that as the stiffness increases, the body mode is less damped and the
natural frequency value increases. Figure 3.8 shows the higher amplitude of
vibration when the stiffness value increases and Figure 3.9 shows the
increases in displacement. The results are tabulated in the Table 3.4.

Fuselage acceleration of different landing gear stiffness

4
50% of stiffness
Base line
200% of stiffness

3
2
1
0
-1
-2
-3
-4

5
time(s)

Figure 3.8 Acceleration response for different landing gear stiffness

10

42

Fuselage displacement for different landing gear stiffness

0.1
50% of stiffness
Base line
200% of stiffness

0.08
0.06
0.04
0.02
0
-0.02
-0.04
-0.06

5
time(s)

10

Figure 3.9 Displacement response for different landing gear stiffness

Table 3.4 Dynamic response for change in landing gear stiffness

Characteristic
Outcome
Body mode
frequency(rad/s)
Body settling time(s)
Body peak
displacement(m)
Body peak
acceleration(m/s)

50% of spring
200 % of spring
Base line
stiffness
stiffness
Body response is less damped .Higher natural
frequency and higher acceleration
4.5310
6.0705
7.814
4.6
0.067

5.8
0.0773

6.4
0.0855

0.939

1.555

3.072

43

3.4.3

Landing Gear Damping Coefficient Effect

The analysis was performed by maintaining all the aircraft

parameters constant, as specified in Table 3.1, and changing damping

coefficient. The quarter model damping coefficient was changed from 50% of
its nominal value through the nominal value to a final 200% of the nominal
damping coefficient. The sprung mass response to a bump input shows that as
the landing gear damping increases, the body mode is more damped, with no
change in natural frequency, and lower amplitude. From the Figure 3.10 and
Figure 3.11 base line is suitable, there is too much overshoot for lower values
of damping coefficient and the system gets too fast for higher values of
damping coefficient and tabulated in Table 3.6.

Fuselage acceleration for different landing gear damping coefficient

2.5
50% of damping coefficient
Base line
200% of damping coefficient

2
1.5
1
0.5
0
-0.5
-1
-1.5
-2
-2.5

10

time(s)

Figure 3.10 Acceleration response for different landing gear damping

coefficient

44

Fuselage displacement for different landing gear damping coefficient

0.1

50% of damping coefficient

Base line
200% of damping coefficient

0.08

0.06

0.04

0.02

-0.02

-0.04

-0.06

10

time(s)

Figure 3.11 Displacement response for a change in landing gear

damping coefficient
Table 3.5 Dynamic response for change in damping coefficient
50% of sprung
200 % of sprung
mass damping
Base line
mass damping
coefficient
coefficient
Outcome
Less damping time with the damping increases, no
change in body frequency
Body mode frequency
6.0705
6.0705
6.0705
(rad/s)
Body settling time (s)
8.6
5.8
3.6
Body peak
0.0834
0.0773
0.0732
displacement(m)
Body peak
2.061
1.555
1.545
acceleration(m/s)
Characteristic

45

3.5

MODELING OF ACTIVE LANDING GEAR SYSTEM

Figure 3.12 shows the active landing gear system consisting of low

pressure reservoir, hydraulic pump, high pressure accumulator, servo actuator

and electronic controller (Howell et al 1991). The passive system does not
include servo actuator, transducers and electronic controllers. When an
aircraft lands, the shock absorber stroke is influenced by the aircrafts payload
and varies depending on runway excitations. The generation of active control
energy is to attenuate the vibrations to improve the ride comfort.

Figure 3.12 Schematic diagram of active landing gear system

Active landing gear is mathematically modeled (Irwin Ross &
Edson 1983, Horta et al 1999) and the active force is controlled by electronic
controller which is activated by the sensors fitted in the landing gear. Energy
is supplied through the hydraulic fluid to the landing gear system and also
withdrawn from the system depends on load requirements by the servo
system. In the active landing gear system, the stroke is measured by the

46

transducers and their signal input into the PID controller. This controller
directs the servo valve to regulate the oil flow into or out of the shock
absorber, hence producing the active control force to reduce the vibration
level and also the force transferred to the airplane (Freymann & Johnson
1985, Freymann 1987, 1991). The mathematical modeling of the active
landing gear system is as shown in Figure 3.13. By Newtons second law, the
dynamic equation of motion is derived,

is the active control force. The

equations of motion are written by using free body diagrams.

Figure 3.13 Mathematical model of active landing gear system

Figure 3.14 Free body diagram of sprung mass

47

From the Figure 3.14, the equation of motion for sprung mass is
written as Equation (3.4)
+

)+

=0

(3.4)

Figure 3.15 Free body diagram of un sprung mass

From the Figure 3.15, the equation of motion for unsprung mass is
written as Equation (3.5)
+

)+

)+

=0
(3.5)

Dynamic equations can be written in matrix form as Equation (3.6)

0
0
+

+
0

1
= 0
1

(3.6)

The general equation is written as Equation (3.7)

[ ]{ } + [ ]{ } + [ ]{ } = { }

(3.7)

48

where,
[ ] is the mass matrix given by
[ ]=

0
0

[ ] is the damping matrix given by

[ ]=

[ ] is the stiffness matrix given by

[ ]=

{ } is the displacement vector given by

{ }=
{ } is the velocity vector given by

{ }=

{ } is the acceleration vector given by

{ }=

and
{ } is the force vector given by

49

{ }=

The governing equation can be simplified as Equation (3.8)

{ }=[ ] { }
3.6

[ ] [ ]{ }

[ ] [ ]{ }

(3.8)

SHOCK STRUT FORCES

During operation of oleo pneumatic shock strut, damping effect is

created by compressing the oil through metering orifice whose area is varied
by the metering piston on various loading conditions. The air/nitrogen in the
pneumatic chamber area is compressed by the hydraulic oil which provides
air cushion spring effect throughout its operation. Sliding movement of parts
in the system induces frictional forces adding to the shock strut forces. The
gear forces are obtained as follows
Air spring force is the force simulating the pressure of nitrogen gas
in the upper chamber of the cylinder (Jayarami Reddy et al 1984). It is
assumed that the pressure and volume of the gas satisfies the state of
polytrophic equation of gas (3.9).
=

where
= pressure in the cylinder
= area of the piston
= Initial volume of the cylinder
= stroke of the piston
n = polytrophic constant

(3.9)

50

Damping force is provided by oil flow forced through an orifice by

vertical strut position. The hydraulic oil flow is controlled by means of
metering pin, The equation is written as Equation (3.10)
|

(3.10)

where
=Density of hydraulic fluid
= area of the piston
= velocity of the piston stroke
= orifice coefficient
=area of the orifice
Friction force: The friction is proportional to the velocity and the air spring
force developed in the system. This friction model is accurate in dynamic
loading circumstances. The equation is written as Equation (3.11).
y
where
= co-efficient of friction
=air spring force
= velocity of the piston stroke
The total axial force in the shock absorber

(3.11)

51

3.7

CONTROLLER DESIGN

3.7.1

PID Controller
Proportional-Integral-Derivative controller (PID) is a generic

control loop feedback mechanism widely used in industrial control system. It

is commonly used feedback controller. The error value is calculated as the
difference between a measured variable and reference point. The controller
has got three control parameters called the proportional, the integral and
derivative values. It is denoted as P, I and D.P depends on the present error, I
is the accumulation of past errors and D is a prediction of future errors based
on the current rate of change. The weighted sum of these three actions is used
to adjust the active control force by controlling the servo valve.
3.7.2

PID Controller Theory

The PID control is named by three terms viz, the proportional (P),

integral (I) and derivative (D) (Shinners 1964) are summed to calculate the
output of the PID controller. It is written as Equation (3.12)
( )+

=
3.7.2.1

( )+

( )

(3.12)

Proportional term
The proportional term

is used to change the output. The output

is proportional to the current error value. The proportional value is calculated

by multiplying the error by a constant

.This is called proportional gain.

The proportional term is given by the Equation (3.13)

=

()

(3.13)

52

If the proportional gain is too high, the controller system will

become unstable. If the proportional gain is too low, the control will be very
small and will not respond to the system disturbances.
3.7.2.2

Integral term
The integral term is proportional to the magnitude of the error and

the duration of the error. The integral is the sum of instantaneous error over
time .which is known as accumulated error. The integral term is calculated by
multiplying the accumulated error and the integral gain( ).It is given by the
Equation (3.14)
=

()

(3.14)

The integral term accelerates the movement of the process towards

reference point and eliminates the residual steady state error that occurs with a
pure proportional controller.
3.7.2.3

Derivative term
It is calculated by determining the slope of the error over time and

multiplying this rate of change by the derivative gain

.The derivative term

is given by the Equation (3.15).

=

( )

(3.15)

The derivative term slows the rate of change of the controller

output. Derivative control is used to reduce the magnitude of the overshoot
produced by the integral component and improve the controller stability.

53

3.7.3

Tuning Method
Tuning a control loop is the adjustment of its control parameters to

the optimum values for the desired control response. PID tuning is a difficult
problem, because it must satisfy complex criteria within the limitations of PID
control. Generally stability of response is required and the process must not
oscillate for any combination of process conditions and set points, though
sometimes marginal stability is accepted or desired. There are several
methods (Datta et al 2000) of tuning of PID controller. The most effective
methods generally involve the development of some form of process model,
with appropriate P, I and D based on the dynamic model parameters. The
different methods are manual method, Ziegler- Nichols method, Cohen coon
method and software tools as given in the Table 3.6. Manual tuning methods
can be relatively inefficient, particularly if the loops have response times on
the order of minutes or longer. In this work, Ziegler Nichols method is simple
and often used.
Table 3.6 Various tuning methods
Method
Manual tuning
Ziegler-Nichols

Advantages
No mathematical knowledge
required. Online method
Proven method. Online method

Disadvantages
Requires experienced
personnel
Process upset some trial
and error. Very
aggressive tuning

Consistent tuning, online or offline

method. May include valve and
Some cost and training
Software tools sensor analysis. Allow simulation
involved.
before downloading. Can support
non steady state tuning.
Some math, offline
Cohen-coon
Good process models
method. Only good for
first order process.

54

3.7.3.1

Ziegler-Nichols method
This method is introduced by John Ziegler & Nathaniel Nichols

(1940). First the

and

gains are set to zero. The gain is increased until it

reaches the ultimate gain

at which the output of the loop starts to oscillate.

and

the oscillation period are used to tune the gains as shown in

Table 3.7.
Table 3.7 Ziegler Nichols method
Control type
P

0.5

PI

0.45

1.25

PID

0.60

/
/

/8

The PID controller design Haitao Wang et al (2008) is defined by

Equation (3.16)
=

( )+

( )+

( )

(3.16)

is the current input from the controller.

gain,

and

is the proportional

is the integral and derivative gain of the PID controller.

( ) represents a reference signal and

is the feedback signal

measured from the sensors fitted in the landing gear. The simulink modeling
of PID controller is shown in Figure 3.16. The error function is written as
Equation (3.17)
( )= ( )

(3.17)

55

Figure 3.16 Simulink model of PID controller

The output signal of the controller gives the displacement of the
servo valve as Equation (3.18)
( )=
+

{ ()

{ ()

[ ()

[ ()

( )]} +

{ ()

()

( )]}

The feedback coefficients viz

( )}
(3.18)

are adjusted by Ziegler-

Nichols tuning rules to obtain the best control over the servo valve.
3.8

HYDRAULIC POWER SUPPLY SYSTEM

The following subsections comprise a brief description of the

Principal Hydraulic Elements that make up a typical position controlled

system. The block diagram of the hydraulic system is shown in Figure 3.17.
3.8.1

Low Pressure Reservoir

A hydraulic reservoir is a tank or container designed to store

sufficient hydraulic fluid for all conditions of operation. Reservoirs have

additional storage place to have a reserve of fluid for the emergency operation
of the landing gears, flaps, etc. The reservoir is pressurized to provide a

56

continuous supply of fluid to the pumps. The reservoir may be pressurized by

spring pressure, air pressure or hydraulic pressure. The desired pressure to be
maintained ranges from 10 psi to 90 psi approximately.
3.8.2

Hydraulic Gear Pump

Gear pump is commonly used in the hydraulic system. It is a

positive displacement pump. The gears of the pump are driven by the power
source, which could be an engine drive or electric motor drive. The fluid
trapped in the clearance between the gears and casing is forced through the
out port.
3.8.3

High Pressure Accumulator

An accumulator is basically a chamber for storing hydraulic fluid

under pressure. It can serve one or more purposes. It dampens pressure surges
caused by the operation of an actuator. It can aid or supplement the system
pump when several units are operating at the same time and demand is
beyond the pump capacity. An accumulator can also store power for limited
operation of a component if the pump is not operating. Finally it can supply
fluid under pressure for small system leaks that would cause the system to
cycle continuously between high and low pressure. The accumulators are of
the diaphragm, bladder, and piston types. The pressure in the accumulator is
approximately 3000 psi.
3.8.4

Servo Actuator
Servo actuator is designed to provide hydraulic power and it

includes an actuating cylinder, a multiport flow control valve, check valves

and relief valves together with connecting linkages. The movement of the

57

piston in the servo actuator depends on the control signal from the electronic
controller.

Figure 3.17 Block diagram of hydraulic servo system

3.8.5

Active Control Force

Active control force

is a function of the flow output of the servo

valve. The servo valve displacement ( ) is controlled by the PID controller.

The controller actuates the servo valve by the velocity signal

measured

by the transducers. There is no exact relationship between the active control

force

and the flow quantity

from the servo valve (Sharp 1988) .It is

often determined through experiments or by empirical formula. It is assumed

that the active control force (Haitao Wang et al 2008) is described by
Equation (3.19)
=
The flow quantity

(3.19)
is calculated by Equation (3.20)

58

(3.20)

when the displacement of the servo valve ( ) > 0, the hydraulic oil would
have positive flow from the accumulator in to the landing gear system and a
positive control force

> 0. When ( ) < 0, oil is drawn from the landing

gear in to LP reservoir so that

< 0 , where ( ) is the displacement

determined from the controller as in Equation (3.18).

3.9

SIMULINK MODELING OF THE ACTIVE LANDING

GEAR SYSTEM
Simulink model of the single active landing gear is the block

diagram form of the equations of motion given in Equation (3.8).The model

assumes that the sprung mass is free to move in the vertically and the un
sprung masses have contact with the runway surface. Thus, the vertical
acceleration, velocity and displacement of the aircraft center of gravity are
functions of the vertical displacement of the quarter aircraft model. The
simulation of this simulink model is done through the mat lab program in
Appendix 1.2. The Simulink block diagram of the active landing gear system
for the simulation is shown in Appendix 1.6.
3.10

BUMP MODEL
An assumed half sine type runway bump of height 0.10 m and wave

length 44 m (0.8*55 m/s) were generated over which the airplane travels. The
runway profile is generated as a function of time for simulations based on the
relation Time=Distance/velocity. 'The ride dynamic behavior of the aircraft
due to a sinusoidal excitation is investigated (Catt et al 1992). The excitation
frequency based on the vehicle speed and the wavelength is computed as

59

approximately 1.25 Hz (7.85 rad/sec) (frequency=velocity/wave length).The

equation is written as Equation (3.21)
= 100(1

cos

) 1.0

1.8

otherwise

(3.21)

The half sine wave bump model with a height of 0.1m is designed
in Matlab/Simulink. The model is generated based on the above equation. The
product of step block and sine wave block is used in the bump model
generator. The profile generator of bump input for simulation is shown in
Figure 3.18.

Step1

Step2

1
Product
0.05
Constant

Sine Wave

Figure 3.18 Simulink model of bump input

Output