Vehicle has been modeled as a lumped sprung mass m v, and the mass of wheel, tyre, and part of the suspension is referred to as the unsprung mass m w.
From the comparison between frequency of sprung mass motion and of wheels (unsprung masses) motion, it is clear both the significant difference of these frequencies and the almost independent vehicle body motion from wheels motion for all the examined vehicles.
Pressing of the stubble by the relatively large mass of the wheel of 175 N made the measurement of frame height variation with the wheel-LVDT sensor apparently less affected by stubble compared to the measurement with the ultrasonic sensor.
Gravity, acting on the mass of the wheel as if it were concentrated at the centre of mass, applies a downward force on the wheel.
When the support at P is released, the centre of mass of the wheel initially drops slightly below the horizontal plane.
length of upper body's center of mass to wheel axis.
There was plenty of wheel-to-wheel action, too (mostly Michael Schumacher's wheels it seemed).
The method involves measurements of the disturbances induced by the reaction wheel assembly in a hard-mounted configuration and of the frequency and speed dependent dynamic mass of the reaction wheel.
But because the mass of the front wheel is small compared with the rest of the vehicle and its rider, the gyroscopic effect on overall stability is slight.
In this idealized and linearized model, there are many geometric parameters (wheelbase, head angle, mass of each body, wheel radius, etc)., but only four significant variables: lean angle, lean rate, steer angle, and steer rate.
