This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Designation: E1170 − 97 (Reapproved 2023)

Standard Practices for

Simulating Vehicular Response to Longitudinal Profiles of
Traveled Surfaces1
This standard is issued under the fixed designation E1170; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.

1. Scope 3. Summary of Practices

1.1 These practices cover the calculation of vehicular re- 3.1 These practices use a measured profile (see Test Method
sponse to longitudinal profiles of traveled surface roughness. E950/E950M) or a synthesized profile as part of a vehicle
1.2 These practices utilize computer simulations to obtain simulation to obtain vehicle response.
two vehicle responses: (1) axle-body (sprung mass) motion, or 3.2 The first practice for obtaining vehicle response uses
(2) body (sprung mass) acceleration, as a function of time or simulation of a quarter-car or half-car model. The output is the
distance. accumulated relative motion between the sprung and unsprung
1.3 These practices present standard vehicle simulations vehicle masses of the simulated vehicle for a predetermined
(quarter, half, and full car) for use in the calculations. distance. The units are accumulated relative motion per unit of
distance traveled (m/km or in./mile). For example, the quarter-
1.4 The values stated in SI units are to be regarded as the car simulation is used when a Bureau of Public Roads
standard. BPR/roadmeter is to be simulated, and the half-car model (or
1.5 This standard does not purport to address all of the the quarter car with the average of the left and right elevation
safety concerns, if any, associated with its use. It is the profile input) is used when a road meter is to be simulated.
responsibility of the user of this standard to establish appro- 3.3 The second practice uses either a quarter-car, half-car, or
priate safety, health, and environmental practices and deter- full-car simulation to obtain vehicle body acceleration. The
mine the applicability of regulatory limitations prior to use. acceleration history can be computed as a function of time or
1.6 This international standard was developed in accor- distance, or both. One application of this practice is to use the
dance with internationally recognized principles on standard- acceleration history in a ride quality evaluation, such as the
ization established in the Decision on Principles for the ISO 2631.
Development of International Standards, Guides and Recom-
mendations issued by the World Trade Organization Technical 3.4 For all calculations, a vehicle test speed is selected and
Barriers to Trade (TBT) Committee. maintained throughout the calculation. Pertinent information
affecting the results must be noted.
2. Referenced Documents
4. Significance and Use
2.1 ASTM Standards:2
E950/E950M Test Method for Measuring the Longitudinal 4.1 These practices provide a means for evaluating traveled
Profile of Traveled Surfaces surface-roughness characteristics directly from a measured
2.2 ISO Standard:3 profile. The calculated values represent vehicular response to
ISO 2631 Guide for the Evaluation of Human Exposure to traveled surface roughness.
Whole-Body Vibration 4.2 These practices provide a means of calibrating response-
type road-roughness measuring equipment.4
1
These practices are under the jurisdiction of ASTM Committee E17 on Vehicle
- Pavement Systems and are the direct responsibility of Subcommittee E17.33 on 5. Apparatus
Methodology for Analyzing Pavement Roughness. 5.1 Computer—The computer is used to calculate accelera-
Current edition approved March 1, 2023. Published March 2023. Originally
approved in 1987. Last previous edition approved in 2017 as E1170 – 97 (2017). tion and displacement of vehicle response to a traveled surface
DOI: 10.1520/E1170-97R23. profile, using a synthesized profile or a profile obtained in
2
For referenced ASTM standards, visit the ASTM website, www.astm.org, or accordance with Test Method E950/E950M as the input.
contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
3 4
Available from American National Standards Institute (ANSI), 25 W. 43rd St., Gillespie, T. D., Sayers, M. W., and Segel, L., “Calibration and Correlation of
4th Floor, New York, NY 10036, http://www.ansi.org. Response-Type Road Roughness Measuring Systems,” NCHRP Report 228, 1980.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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 E1170 − 97 (2023)
Filtering shall be provided to permit calculation, without
attenuation, at frequencies as small as 0.1 Hz at speeds of 15 to
90 Km/h (10 to 55 mph). Computation may be analog or
digital. Noise within the computer shall be no more than one
quarter of the intended resolution. It is recommended that a
16-bit or better digital computer be used.
5.2 Data Storage Device—A data storage device shall be
provided for the reading of profiles and the recording and
long-term storage of computed data. Profile data shall be scaled
to maintain resolution of 0.025 mm (0.001 in.) and to accom-
modate the full range of amplitudes encountered during normal
profile-measuring operations. The device shall not contribute
to the recorded data any noise amplitude larger than 0.025 mm
(0.001 in.). FIG. 1 Quarter-Car Simulation Model
5.3 Digital Profile Recordings—Road-roughness profiles
shall be obtained in accordance with Test Method E950/
E950M or synthesized. The profile must be recorded at
intervals no greater than one third of the wavelength required
for accurate representation of the traveled surface for the
intended use of the data. For most applications, a sample
interval of 600 mm (2 ft) will give a valid representation for all
types of road surfaces except where the roughness is extremely
localized and therefore could be missed, in which case a
sample interval of 150 mm (6 in.) should be used. When more
than one path of a traveled surface is measured, the recorded
profile data for the paths shall be at the same longitudinal
location along the measured profiles. The recorded profile shall FIG. 2 Half-Car Model
include all of the noted field data described in the Procedure
(Data Acquisition) and Report sections of Test Method E950/
E950M. The length of the road-roughness profile must be
reported with the results; however, caution must be exercised
to ensure that transients in the simulation do not influence the
results. It is recommended that at least 160 m (0.1 miles) of
profile preceding the test section, plus the desired test section,
be used as input in simulation to eliminate the effects of
transients.

6. Vehicle Simulation Programs

6.1 These practices use one of four vehicle simulations:5 a
quarter car, a half car, a full car with four-wheel independent
suspension, and a full car with a solid rear axle. Although
several methods for solving the differential equations are
available, the Runge-Kutta is described in NCHRP Report
228.4 The parametric models in Figs. 1-4 (such as the lumped
parameter model) and the coordinate system defined constitute
the standard practice. The analytic representation of the model
and the methods of implementation need not be the same as
outlined in the appendix.
6.1.1 Quarter-Car Simulation Model:
6.1.1.1 The quarter car is modeled as shown in Fig. 1, with
z1 as the vehicle-body (sprung mass) displacement, z2 as the
tire (unsprung mass) displacement, and the zp as the longitu- FIG. 3 Full Car with Independent Suspension
dinal profile.

6.1.1.2 The relative motion between the body and the axle,
5
Wambold, J. C., Henry, J. J., and Yeh, E. C., “Methodology for Analyzing Z', is defined as:
Pavement Condition Data” (Volume I and II, Final Report), Report No. FHWA/RD-
83/094 and FHWA/RD-83/095, Federal Highway Administration, January 1984. Z' 5 z 1 2 z 2 (1)

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FIG. 4 Full-Car Model with Solid Rear Axle

TABLE 1 Quarter-Car Vehicle Physical Constants

The equation of motion for the quarter-car model is given in Simulated Vehicle
X1.1. The parameters used for the quarter-car model are BPR Ride Meter-Vehicle Ride-Meter
Parameter IRI
Roughometer Mounted Trailer
normalized by the body mass, M1. The other vehicle param- −2 −2 −2
K1/M1 129 s 63 s 125 s 63.3
eters are: the vehicle spring constant, K1; the damper value, C1; K2/M1 643 s−2 653 s−2 622 s−2 653
the axle-wheel mass, M2; the tire stiffness, K2; and the tire M2/M1 0.16 0.15 0.26 0.15
damping constant, C2. Values for these parameters are given in C1/M1 3.9 s−1 6.0 s−1 8.0 s−1 6.0
C2/M1 0 0 0 0
Table 1.
6.2 Half-Car Simulation Model—The half-car model is
constructed by using one half of a rigid vehicle and is made up TABLE 2 Half-Car Vehicle Physical ConstantsA
of two quarter cars at the right and left tracks. The model for Parameter Ride-Meter Vehicle Mounted
Ride-Meter
the half car is shown in Fig. 2, and the associated parameters Trailer

are given in Table 2. The equation of motion is given in X1.2. K1/MH 32 s−2 57.5 s−2
K2/MH 326 s−2 311 s−2
The relative motion between the body and the axle, Z', is M2/MH 0.075 0.125
defined as Z' = z3 − 1⁄2 (z1 + z2). The mass of the axle, Ma, and C1/MH 3 s−1 4 s−1
the moment of inertia of the axle, Ia, must be set to zero when C2/MH 0 0
Ma/MH 0.30 0.50
the half car being modeled has an independent wheel suspen- (for model with rear axle)
sion. Ib represents the moment of inertia of the car body and b 0
represents the wheel track. (for model with independent rear suspension)
IH/(MHb2) 0.42 0.42
6.3 Full-Car Simulation Model with Four-Wheel Indepen- Ia/IH 0.36 0.6
(for model with rear axle)
dent Suspension: 0
6.3.1 This model is an expansion of the half-car simulation (for model with independent rear suspension)
model. Two more wheel and pitch motions are added to make b 1.8 m 1.8 m
it a seven-degree-of-freedom model. This model is shown in A
The values apply to the rear half of a vehicle.
Fig. 3 and the vehicle parameters are given in Table 3.
6.3.2 The equation of motion is developed similarly to that
in the half-car model and the tire damping is again taken as 6.4.2 The values of the parameters Ix, Iw, and MF are the
zero to simplify the equations. The equations are given in X1.3. same as in the model for the full car with independent
6.4 Full-Car Simulation Model with a Rear Axle: suspension, except that the additional parameter, axle moment
6.4.1 This model is a modification of the full-car model to of inertia, Iax is used.
change the rear suspension to a solid axle. The model is shown
in Fig. 4. Again, the tire damping is taken as zero to simplify 7. Example Applications
the equations. The equations are given in X1.4. 7.1 Displacement per Length of Travel:

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 E1170 − 97 (2023)
TABLE 3 Full-Car Vehicle Physical Constants
Parameter Value Parameter Value
K1/MF 16 s−2 Ix/MFb2 0.14
K2/MF 163 s−2 Iy/MFL2 A 0.19
M2/MF 0.038 b 1.8 m
C1/MF 1.5 s−1 L/bA 1.44
C2/MF 0 h/bA 0.5
Iax/MFb2
with axle 0.022
without axle 0
A
The wheel base is L, and the body height (center of gravity (cg) above
suspension) is h.

7.1.1 Inches per Mile—An improved method of computing

inches per mile (IPM) has been proposed by Gillespie, Sayers,
and Segel.4 Quantization, as used in current road meters, does
not truly reflect the axle-body movement. Therefore, IPM is
defined as:
N

IPM 5 ( ? Z' 2 Z'

i51
i i11 ?/distance (2)

where:
Z'i = relative maximum or minimum value of the axle-body
movement. NOTE 1—Vertical (az) acceleration limits as a function of exposure time
7.1.2 International Roughness Index (IRI)—The IRI comes and frequency (center frequency of a third-octave band): “fatigue-
decreased proficiency boundary.” This graph was taken from ISO 2631.
from the 1982 World Bank International Road Roughness
FIG. 5 Model for Ride Quality Analysis
Experiment in Brazil. The IRI is the measurement of the
displacement of the sprung mass to unsprung mass of a
quarter-car model and is reported in units of displacement per determines the exposure time of reduced comfort boundary or
length of travel. The method uses a standard quarter-car the fatigue of a human body from the frequency spectrum of
model’s response to longitudinal profile measurements. the seat vertical acceleration (Fig. 5). The details for calculat-
7.1.3 These IPM values are calculated on a continuous basis ing the exposure times for reduced comfort or fatigue are given
rather than in increments, and are considerably different from in NCHRP Report 228.4 An alternative for calculating a ride
those obtained by current road meters. index, developed at the University of Virginia,6 is also pre-
7.2 Ride Quality Analysis: sented in NCHRP Report 228.4
7.2.1 The most commonly used standard is ISO 2631, that 8. Calibration
has a tabular format and uses human-body acceleration to
predict the exposure time for human discomfort or fatigue. ISO 8.1 If a digital analysis is used, calibration is required when
2631 can be converted to an index system by calculating the the system is installed. If an analog computer is used, the
time-to-discomfort for every frequency interval from 1 Hz to system shall be calibrated on a periodic basis. At present, no
80 Hz. For ISO 2631, the usual input to the program is standard road profile is available for such a calibration. It is
vehicle-body (sprung mass) acceleration. The analysis uses a suggested that each agency adopt a range of profile records for
Fast Fourier Transform (FFT) to obtain the space frequency use in calibrating its complete system.
spectrum of the acceleration history. The selected vehicle
9. Report
specifications and speed produce the vehicle-body acceleration
spectrum. The seat is considered as having negligible effect on 9.1 Report the following information for each practice:
the human-body acceleration in the range of 1 Hz to 80 Hz.4 9.1.1 Data from profiles obtained in accordance with Test
7.2.2 Ride Number (RN)—During the 1980s, the ride num- Method E950/E950M including date, the time of day of the
ber concept for estimating pavement ride quality from surface measurement, or the date of the synthesized profile,
profile measurements was developed in a National Cooperative 9.1.2 Vehicle simulation program used,
Highway research project. Various papers have compared the 9.1.3 Speed of simulations,
performance of ride number transforms and found it to be 9.1.4 Vehicle parameter values used if other than those
superior to other ride quality transforms, producing estimates specified in these practices, and
of pavement ride quality with the highest correlation to the 9.1.5 Results of the analysis.
measured subjective ride quality and with he lowest standard
error. 6
Richards, L. G., Jacobson, I. D., and Pepler, R. D., “Ride Quality Models for
7.2.3 After the acceleration frequency spectrum is Diverse Transportation Systems,” Transportation Research Record, Vol 774, 1980,
calculated, the model in ISO 2631 is applied. This model pp. 39–45.

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 E1170 − 97 (2023)

APPENDIX

(Nonmandatory Information)

X1. EQUATIONS OF MOTION FOR VEHICLE RESPONSES TO LONGITUDINAL PROFILES

X1.1 Quarter-Car Model—The equation of motion for this

model can be represented as follows.

1 0 0 1 0 z1 0
C2
2 0 0 0 1 z2
M2

−K1 K1 −C1 C1 C1C2

w1 = w1 + [z p]
M1 M1 M1 M1 M1M2

K1 −(K1 + K2) C1 −(C1 + C2) −C1C2 − C2 2 + K2M2

w2 w2
M2 M2 M2 M2 M22

where two new variables are introduced. Z' 5 z 1 2 z 2 (X1.1)

w1 = ż1, and
C2
w2 = ż2 − M2 zp, so that X1.2 Half-Car Model—The equation of motion for this
w1 = ż1, and model is represented as follows.
C2
w2 = ż2 − M2 zp.
X1.1.1 The relative motion between body and axle (Z') is
defined as:

1 z1
2 z2
3 z3
w1 = [ A] w1 + [B] zp1
w2 w2 zp2
w3 w3
φ1 φ1
p1 p1

where: X1.2.1 The relative motion between body and axle (Z') is
w1 = ż1 − (M2 +C20.5ma) zp1, defined as:
C2
w2 = ż2 − (M2 + 0.5ma) zp2, and Z' 5 z 3 2 1/2 ~ z 1 1z 2 ! (X1.2)
w3 = ż3.
X1.2.2 The matrix A is:
The other symbols are as shown in Fig. 2.

0 0 0 1 0 0 0 0
0 0 0 0 1 0 0 0
0 0 0 0 0 1 0 0
⁄
−(K1 + K2) (M2 + 0.5ma) ) 0 ⁄
K1 (M2 + 0.5ma) ⁄
−(C1 + C2) (M2 + 0.5ma) 0 ⁄
C1 (M2 + 0.5ma) ⁄
−K1b/2 (M2 + 0.5ma) ⁄
−C1b/2 (M2 + 0.5ma)

A= 0 ⁄
−(K1 + K2) (M2 + 0.5ma) ⁄
K1 (M2 + 0.5ma) 0 ⁄
−(C1 + C2) (M2 + 0.5ma) ⁄
C1 (M2 + 0.5ma) ⁄ ⁄
+K1b/2 (M2 + 0.5ma) +C1b/2 (M2 + 0.5ma)

⁄
K1 MH K1 MH⁄ ⁄
−2K1 MH C1 MH⁄ ⁄
C1 MH ⁄
−2C1 MH 0 0
0 0 0 0 0 0 0 1
– K1b 2IH ⁄ + −K1b 2IH ⁄ 0 – C1b 2IH ⁄ – ⁄
C1b 2IH 0 – K1b 2 2IH⁄ −C1b 2 2IH⁄

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and the matrix B is:

⁄
C2 (M2 + 0.5ma) 0
0 ⁄
C2 (M2 + 0.5ma)

0 0
⁄
−(C1C2 + C2 2 − K2M2) (M2 + 0.5ma)2 0
B= 0 ⁄
−(C1C2 + C2 2 − K2M2) (M2 + 0.5ma)2

⁄
C1C2 MH(M2 + 0.5ma) ⁄
C1C2 MH(M2 + 0.5ma)

0 0
⁄
C1C2b/2 2IH (M2 + 0.5ma) ⁄
C1C2b/2 2IH (M2 + 0.5ma)

X1.3 Full-Car Model with Independent Suspension—The g 5 Ag1B f (X1.3)

equation of motion for this model can be represented as
follows. so that,

z
z5
z6
z7
z8
w9
w10
g=
w11
w12
w
φ
p
θ
q

where: w12 = left rear-wheel velocity,

z = body displacement, w = body velocity,
z5 = left front-wheel displacement, φ = roll angle,
z6 = right front-wheel displacement, p = roll velocity,
z7 = right rear-wheel displacement, θ = pitch angle, and
z8 = left rear-wheel displacement, q = pitch velocity.
w9 = left front-wheel velocity,
w10 = right front-wheel velocity, and the matrix B is:
w11 = right rear-wheel velocity,

0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
K2⁄M2 0 0 0
B= 0 K2⁄M2 0 0
0 0 K2⁄M2 0
0 0 0 K2⁄M2

0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0

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 E1170 − 97 (2023)
X1.3.1 The input vector, f, is defined as:

zp1
zp2
f =
zp3
zp4

where: zp3 and zp4 = delays of zp1 and zp2.

zp1 and zp2 = doubles track profiles, and X1.3.2 The matrix A is:

0 0 0 0 0 0 0 0 0 1 0 0 0 0
0 0 0 0 0 1 0 0 0 0 0 0 0 0
0 0 0 0 0 0 1 0 0 0 0 0 0 0
0 0 0 0 0 0 0 1 0 0 0 0 0 0
0 0 0 0 0 0 0 0 1 0 0 0 0 0
K1⁄M2 ⁄
−(K1 + K2) M2 0 0 0 −C1⁄M2 0 0 0 C1⁄M2 −K1b⁄2M2 −C1b⁄2M2 −K1L⁄2M2 −C1L⁄2M2

K1⁄M2 0 ⁄
−(K1 + K2) M2 0 0 0 −C1⁄M2 0 0 C1⁄M2 K1b⁄2M2 C1b⁄2M2 −K1L⁄2M2 −C1L⁄2M2

A= ⁄
K1 M2 0 0 ⁄
−(K1 + K2) M2 0 0 0 ⁄
−C1 M2 0 ⁄
C1 M2 ⁄
K1b 2M2 ⁄
C1b 2M2 ⁄
K1L 2M2 ⁄
C1L 2M2

⁄
K1 M2 0 0 0 ⁄
−(K1 + K2 M2) 0 0 0 ⁄
−C M2 ⁄
C1 M2 ⁄
−K1b 2M2 ⁄
−C1b 2M2 ⁄
K1L 2M2 ⁄
C1L 2M2

⁄
−4K1 MF ⁄
K1 MF ⁄
K1 MF ⁄
K1 MF ⁄
K1 MF ⁄
C1 MF ⁄
C1 MF ⁄
C1 MF ⁄
C1 MF ⁄
−4C1 MF 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 1 0 0
0 −K1b⁄2Ix K1b⁄2Ix K1b⁄2Ix −K1b⁄2Ix ⁄
−C1b 2Ix C1b⁄2Ix C1b⁄2Ix ⁄
−C1b 2Ix 0 ⁄
−K1b 2 Ix ⁄
−C1b 2 Ix 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 1
0 −K1L⁄2Iy −K1L⁄2Iy K1L⁄2Iy K1L⁄2Iy ⁄
−C1L 2Iy −C1L⁄2Iy C1L⁄2Iy C1L⁄2Iy 0 0 0 ⁄
−K1L2 Iy ⁄
−C1L 2 Iy

X1.4 Full-Car Model with Solid Rear Axle—The equation so that,

of motion for this model is represented as follows:

ḣ 5 ah1Bf (X1.4)

z
z5
z6
w5
w6
w
φ1
h =
P1
θ
q
z9
w9
φ2
p2

where: p1 = body roll rate,

z = body displacement, θ = pitch angle,
z5 = left front-wheel displacement, q = pitch rate,
z6 = right front-wheel displacement, z9 = axle displacement,
w5 = left front-wheel velocity, w9 = axle velocity,
w6 = right front-wheel velocity, φ2 = axle roll angle, and
w = body velocity, p2 = axle roll rate.
φ1 = body roll angle,

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X1.4.1 The matrix A is:

0 0 0 0 0 1 0 0 0 0 0 0 0 0
0 0 0 1 0 0 0 0 0 0 0 0 0 0
0 0 0 0 1 0 0 0 0 0 0 0 0 0
K1⁄M2 ⁄
−(K1 + K2) M2 0 −C1⁄M2 0 C1⁄M2 −K1b⁄2M2 −C1b⁄2M2 −K1L⁄2M2 −C1L⁄2M2 0 0 0 0
K1⁄M2 0 ⁄
−(K1 + K2 M2) 0 −C1⁄M2 C1⁄M2 K1b⁄2M2 C1b⁄2M2 −K1L⁄2M2 −C1L⁄2M2 0 0 0 0
A= −4K1⁄MF K1⁄MF ⁄
K1 MF C1⁄MF C1⁄MF −4C1⁄MF 0 0 0 0 2K1⁄MF 2C1⁄MF 0 0
0 0 0 0 0 0 0 1 0 0 0 0 0 0
0 −K1b⁄2Ix K1b⁄2Ix −C1b⁄2Ix C1b⁄2Ix 0 −K1b2⁄Ix −C1b2⁄Ix 0 0 0 0 K1b2⁄2Ix ⁄
C1b2 2Ix

0 0 0 0 0 0 0 0 0 1 0 0 0 0
0 −K1L⁄2Iy −K1L⁄2Iy −C1L⁄2Iy −C1L⁄2Iy 0 0 0 −K1L2⁄Iy −C1L2⁄Iy K1L2⁄Iy C1L2⁄Iy 0 0
0 0 0 0 0 0 0 0 0 0 0 1 0 0
2K1⁄2Ma 0 0 0 0 2C1⁄2Ma 0 0 K1L⁄2Ma C1L⁄Ma ⁄
−2(K1 + K2) Ma −2C1⁄Ma 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 1
0 0 0 0 0 0 ⁄
K1b2 2Iax ⁄
C1b2 2Iax 0 0 0 0 ⁄ ⁄
−b2(K1 + K2) 2Iax −b2C1 2Iax

and matrix B is:

0 0 0 0
0 0 0 0
0 0 0 0
K2⁄M2 0 0 0
0 0 0 0
0 0 0 0
B= 0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 K2⁄2M2 K2⁄2M2

0 0 0 0
0 0 −bK2⁄2Iax −bK2⁄2Iax

X1.4.2 The input vector f is the same as X1.3.2.

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